Nice photos and nice cars there, is that battered green daf on the road like that?

TheUglyDuckling wrote:And I love that turbo'd 360 - gorgeous. What bodykit is that?

I'm not entirely sure, the front spoiler could be a Mk2 accessory - the shape is different compared to the Mk3 front spoiler, especially around the foglamp holes. There's a pic of it in one of the 1985 brochures I think.

Hell Driver wrote:is that battered green daf on the road like that?

It looks like it! It got to the meet under it's own steam ...

Cheers

Tom

trabitom99 wrote:

Hell Driver wrote:is that battered green daf on the road like that?

It looks like it! It got to the meet under it's own steam ...

There's no shame in running a battered any colour DAF!


044 by macplaxton, on Flickr

Freshly MOT'd a week or so before I left for Dublin in 2007, battered, and three shades of yellow. It was massively much tidier underneath the rat look with loads of work done. I'd still be motoring around in it had it not been for some scumbag tosser

Hi Tom.
That must have been a cracker day out.
The 360 turbo is something else.
Cheers Mark.

macplaxton wrote:

trabitom99 wrote:

Hell Driver wrote:is that battered green daf on the road like that?

It looks like it! It got to the meet under it's own steam ...

There's no shame in running a battered any colour DAF!

No problem with that, I used to have 77 met. blue roof and bonnet middle, rattle can primer grey sides, light met blue nose cone and met. green bootlid (which was swapped for a better white one later on) on my 343.

I just thought that over there the stringent rules would require matching panel colours so as not to offend other road users and that such goins on would attract attention and scrutiny of the law!

Yes, that's a front spoiler for a mk2. I'd be very interested to see what an AFR plot for that turbo-swapped 360 looks like. I suspect it would look horrible...but...you never know!

cheers

James

The car has its own facebook page:
https://www.facebook.com/Volvo360TURBO

Cheers

Tom

foggyjames wrote: I'd be very interested to see what an AFR plot for that turbo-swapped 360 looks like. I suspect it would look horrible...but...you never

Why would it be horrible - because of that beemer bit under the bonnet? Surely he didn't just plug it in and then go for it? I'd expect a custom mapping - even with the original MAF.

Or am I missing something?

@ trabitom: thanks for digging out exactly the info I need

Yes it was definitely ... remapped? It was explained to me, but I didn't understand much

Cheers

Tom

it's still on original LE-jet.. the BMW AMM is used with the original volvo 360's electrical components

I was assuming he'd just plugged the BMW AMM in. People do things like that! I don't know a huge amount about LE-Jet, but my understanding is that it doesn't have "maps" as such. Andy (pettaw) was able to influence parts of the mapping (specifically cold starting) by changing passive components on the board.

There's also the small matter of on-boost ignition retard. I guess you could use a R5 Turbo Renix unit. It's interesting...and I might be doing the gentleman a terrible disservice...but it does raise a few questions!

cheers

James

From memory, he said there wasn't enough air getting past the AMM, the standard air filter, and all those 360-style lengthy inlet plastic pipes. A friend of his modified (or remapped or whatever it's properly called?) the AMM - he wasn't sure it would work until he tried it out, but he's happy with the result!

It makes a nice noise, anyway

Cheers

Tom

I remember being on MSN to Andy with the pair of us working out which RC pairs to fiddle with and recalculating them for... I think it was the cold start injector

Hey great, my post count is only just in the double-digits and I am already a being a smartass

No seriously, thanks for sharing all the information. There's so much to learn ab out the 360s, and LE/LH in particular. So far I have more experience with 850/V70I.

If indeed the MAF (or AMM - is there a difference?) has more or less just been dropped in I can see that the AFR plot is likely to be very, erm, interesting. Still I am not sure why the stock MAF would be at or beyond its limit. My assumption would be that erverythingthis side of, say, 300hp, should be possible with the stock part. But then again, with M4.x it would be possible to adjust; and with LE/LH it might be easier to just drop in a bigger one.

@ Tom: my apologies for threadjacking!

There's a whole world of difference (and at least a decade) between LE-Jet, and the more modern systems with air mass metering and lambda probes like LH and Motronic 4.x. I told a lie earlier...on these older cars, it's called an AFM (airflow meter), opposed to a AMM or MAF (air mass meter / mass airflow meter). The latter is a much smarter device, and measures the mass of air entering the engine, via the cooling effect on a hot wire, rather than the airflow pushing a flap open. Lambda control adds significant accuracy on idle and cruise, too.

In comparison, LE is entirely "dumb". The calibration of the airflow meter (which can't take account of density) is not linear, and there's no fall-back in the form of a lambda sensor to tidy things up on idle/cruise. I've heard stories of people successfully boosting on LE-Jet, but I've also heard horror stories. What I am certain of is that accurate mapping is critical to reliably extracting maximum power and efficiency from a particular hardware setup (and not blowing anything up!), and bodging about factory fuel and ignition systems is not a route to accurate mapping. While it's possible to "do it properly", the vast majority of modifications to factory fuel systems come firmly under the heading of "bodgery"! For example, I'm certain it's possible to get a standard T5 bottom end to 400bhp (crank), but most people fit forged pistons and H-beam rods at not much more than 300bhp. Why? Because back in the day a few people with the wrong hardware (mainly small turbos) and bad mapping blew their bottom ends at just a shade over 300bhp, so that became "the rule".

You could, in theory, recalibrate the LE-Jet ECU, but I wouldn't bother unless I was either particularly interested in doing that, or happened to know how to do it already. An LH retro-fit (or fitment of aftermarket programmable management) seems much easier to me.

cheers

James