2 4 0 T U R B O . C O M
Dave's Spec Sheet
Regarding the 1984 245 Turbo Build


     UPDATED: June 14, 2017                       CONTACT       
D  O  M  A  I  N  S
davebarton.com PrancingMoose.com 240Turbo.com
Payments and Policies
New Items
Cool Volvo Products 240 Modes & Fixes
Volvo Stickers Volvo Prancing Moose Stickers
Volvo Wire Harnesses Volvo Harness Parts, Terminals, Connectors.
Volvo Underhood, Body and Chassis Sticker and Labels Other Car Stickers Volvo Relays and Sensors.
Volvo 960 coil harness repairs.
Volvo 240 Window Scrapers Volvo 740/940 Window Scrapers 240 Hydraulic Clutch
Volvo Custom Black or White Faces.
Volvo Adjustable Voltage Regulators Prancing Moose, Volvo R-SPORT Horn Buttons, replica Alpina horn buttons
4 Speed Fan Controller Project
Volvo 240 Odometer Repair Gears and Instructions.
Volvo Group A Racing Electric Fan Diagrams
Volvo tropical fan clutches
Modified 240s Side Markers on 240s and 740s
SoCal Area Salvage Yards
Unleaded Race Fuel at the PUMP
B26FT Stroker Build
Volvo Vacuum Diagrams
Dave's 245 Specs Used Volvo Stuff
240 big brakes
R-Sport apparel from Cafe Press
Prancing Moose Apparel from Cafe Press 240 Modes & Fixes Favorite Links

THIS IS (mostly) AN OLD PAGE
While some of this info on this page is a bit out of date, please keep in mind I originally began posting it in 1999 and some things were added over time.


Click the following links to find info:
Aluminum Radiator (Ron Davis) Big Brake installation (S60R Calipers) Bilsteins (revalving specs)
Coilover installation (from MVP) Differential info (limited slips, TruTracs) Bucina Aluminum Strut Brace
Dual Rear Sway Bar Tech (now ancient history) Forge Compressor Bypass Valve Big Intercooler from Spearco (with temp testing)
R-Sport Struts/Shocks (and Valving Specs) Transmission (Tremec T5Z 5 speed)

1984 245 Turbo Intercooled, Custom B23FT stroked to 2.6 liters, Tremec T5Z 5speed transmission,  Dana 3.91:1 limited-slip differential (Volvo).
Car purchased in March 1997 with 138,000 miles.  This car is gone as of 2013. 

AWARDS:

2000 VCOA West Coast National Meet in Sacramento, California.
First Place, Modified.

2002 VCOA West Coast National Meet in Solvang, California.
Best of Show, Modified Late Production, 240 and newer.
First Place, Modified 240-260.

2003 Annual Arizona Volvo Day in Phoenix, Arizona.
First Place, Modified, 240-260.
Golden Rod Award for Technical Innovation.

2003 Annual Davis Meet in Davis, California.
Best 200/700/900.

2003 VCOA West Coast National Meet in Olympia, Washington.
Best of Show, Late Production Modified.
First Place, Modified 240-260.

2003 Annual Westside Volvo Meet.
Westside Volvo in Culver City, California.
First Place, Modified.

2004 Annual Davis Meet in Davis, California.
Second Place, 200/700/900.

2004 VCOA West Coast National Meet at Konocti Harbor, California.
First Place.

2004 Annual Westside Volvo Meet.
Westside Volvo in Culver City, California.
Second Place, Modified.

MODIFICATIONS and ADDITIONS:

Exterior:
Hood and grill from a 1983 242 SE "flathood" I found in a local salvage yard.
Original roof rack removed.  I had the holes welded up and the top re-painted.
European E-code headlights with dual H-1 bulbs.
Vent-Visor smoke colored wind deflectors on all four windows.
New black vinyl strips below side windows.
New hinges for rear tailgate from IPD.
Full ground-effects kit imported from Sweden and painted to match the car.
Medium tinted windows all around.
Late model 240 exterior mirrors.  Right side is convex.

Wheels/Suspension/Brakes:
AXIS SE7EN wheels, 18 x 7.5 inch, 20 mm offset. Tires: Bridgestone Potenza S-02 A's (225/40ZR-18).
Cross-drilled and grooved ATE Power discs in front.  Cross-drilled Brembos in rear.
Braided stainless steel brake lines from ipd.
IPD sport lowering coils have now been replaced by adjustable coil-overs from MVP.   Scroll down for details.
Spherical end solid sway bar end links from MVP.
Update note: The below multi-sway bar setup was abandoned in 2003 when coilovers were installed.  Scroll down for details.

Big Front Sway -- Dual Rears: from ipd  (rare) 28 mm front sway bar along with trick end links from MVP.  The big front sway bar was developed by IPD for the 260 and has been used for 240 V8 conversions.  It is no longer available.

I also installed dual 25 mm IPD REAR sway bars. I initally played with this setup back in the early 90's on my old 244 DL as a way of increasing rear stiffness without parting with the sway bar cash.  Then on my 245 Turbo I played with it there also since there was no single rear bar big enough to compensate for the huge 28 mm front bar.  I had been previously running smaller rear sways, but found a little too much understeer at track speeds with the 28 mm bar in place.  It turned out that the car handled pretty well with the 28 mm front and dual 25 mm rears. This is a very simple installation.  The plate that held the sway bars together was 8 gauge mild steel.  It measured about 10 inches by 3 inches.  The offset for the sway bars is about 3/4 inch with the bottom one 3/4 inch rearward, or basically just enough to give the sway bars a tiny bit of breathing room.   
Dual 22 mm rear sways (click photos for larger images):







Dual 25 mm rear sways:

 
 

Update note April 2003: The below shock/strut setup was changed to adjustable coil-overs with R-Sport shocks.  Scroll down for details.
Custom valved Bilstein shocks and struts.  Some of you may have heard my complaints that I felt the regular "Heavy Duty" Bilsteins supplied by iPd that I had previously installed in my 245 (October 2000) were too soft, particularly at the rear.  I was experiencing an unpleasant amount of rebound... most noticeable at the rear, especially when adding passengers to the back seat or gear in the cargo area.  This was using ipd Sport Springs.  I think these rear shocks may be just right for a sedan (I later put them on my 242 DL and they were fine), but I felt they were inadequate for my heavier wagon (weighing 3240 lbs. empty).

I contacted Krupp-Bilstein in San Diego (Ph. 800-537-1085) and talked with Tech. Manager Jack French, who was happy to help work out a successful formula for a set of revalved Bilstein HD shocks and struts using my car weight and approximate front/rear split.  They charged $55.00 per shock or strut to rebuild and revalve using any new or used set.  If used ones are to be revalved, they are always rebuilt as well.  Mr. French worked out a formula based on the weight of my car, the front to rear bias (they have charts on this for different vehicles), and the spring rates, if known. 
UPDATE 2013: Prices for shock or strut rebuild/re-valve at Bilstein are now $110 for struts and $100 for shocks.

SPRING RATES
I used iPd sport springs for the above shocks and iPd provided the rates as follows: 
FRONT: 152 lbs/in., REAR: 129 lbs/in.
UPDATE 2013: Other rates for iPd 240 sport springs have been given as between 150-190 for front and between 120-130 for rear, so use your best guess.
Here is a thread started in 2016 compiling Volvo Spring Rates: http://forums.turbobricks.com/showthread.php?t=325739

The result of the new shocks was a big improvement in control and only a slightly stiffer ride.  Ride was actually quite pleasant on the highway.  Below is the actual resistance measurements (before and after) for the Bilstein HD struts/shocks I had revalved.  (For standardization, measurements were made at a peak velocity of 500 mm/second on Bilstein's computerized dynamometer)

BILSTEIN SPECS
    PART NUMBER
NOTES
Original Bilstein HD strut: Rebound/Compression: 129/75 34-181539
Front Bilstein HD strut supplied by iPd
Original Bilstein HD shock: Rebound/Compression: 225/107 24-002967 Rear Bilstein HD stock supplied by iPd





Revalved HD strut: Rebound/Compression: 220/100 34-181539 Front Bilstein HD strut custom re-valve result  by Krupp-Bilstein San Diego
Revalved HD shock: Rebound/Compression: 300/120 24-002967 Rear Bilstein HD shock custom re-valve result by Krupp-Bilstein San Diego





OTHER BILSTEIN SPECS




Bilstein HD (B6) strut:
Rebound/Compression: 350/150
34-030837 Front Bilstein HD (B6) strut designated for rallye
Bilstein HD (B6) shock:
Rebound/Compression: 275/200
24-022118 Rear Bilstein HD (B6) shock designated for rallye





Bilstein HD (B6) strut:
Rebound/Compression:
305/206
34-030806 Front Bilstein HD (B6) strut designated for cup/clubsport. These are a bit shorter.
Bilstein HD (B6) shock:
Rebound/Compression:
225/150
33-067230 Rear Bilstein HD (B6) shock designated for cup/clubsport. These are a bit shorter.





Bilstein HD (B6) strut: Rebound/Compression: 300/175
34-031520 Front Bilstein HD (B6) strut designated for ambulance





Bilstein HD (B6) strut: Rebound/Compression: unknown
34-181539
Front Bilstein HD (B6) strut designation unknown
Bilstein HD (B6) shock: Rebound/Compression: unknown 24-002967
Rear Bilstein HD (B6) shock designation unknown

Update 2016: Most of the above B6 part numbers are available through Summit Racing.
Bilstein USA B6 listings: http://cart.bilsteinus.com/search/mmid=49239/drivetype=RWD
---Thank you to Knox Motorsports for Bilstein B6 racing designations listed above---

Other Volvo Owners' Re-Valved Bilstein Experiences:
Gary Harris has an ’84 244 with a Corvette LT1 / 4l60E drivetrain. 
He wrote:
"Jack (French) recommended I go with 240/100 front and 300/120 rear since I am primarily (ie: 100%) street use.  I have installed the new springs (which are progressive, 175# at ride height, 250# at full compression) and I am so far very pleased with the results.  We definitely did not go too stiff on the front struts for my taste, and the vehicle has a very nice “taut” ride and no longer feels like a pogo stick!  I think your 300/125 suggestion at the front would have been just fine."

Gary's corner weights were as follows:
No driver present.

        LEFT         RIGHT      LEFT PCT       RIGHT PCT

F:     896#         890#         27.7                27.6

R:     702#         742#         21.7                23.0

TOTAL   3229#                   F/R PERCENT = 55.3 / 44.7

FYI, the springs were purchased from Spring Works in Santa Rosa, CA and cost about $270 a pair for the custom rate.
Spring Works, 50 West Barham Ave.,
Santa Rosa, CA 95407,  707-544-3833, http://springworks.com/index.html


New suspension setup installed April 2003

Volvo R-Sport Struts and Shocks with Adjustable Coil-Overs

I acquired a new set (NOS) of Volvo R-Sport 240 struts and shocks.  These are no longer in production and were difficult to find.  They are made by DeCarbon (a French company I think).  They are yellow in color and bear Volvo part numbers 552197 (front) and 552198 (rear). These shocks together make up PN 552094, which is designated as the "Rally gas-pressure shock absorber set - extra hard setting for advanced driving. Intended for Rally and Rallycross."  

There are more mild R-Sport sets out there too, such as part numbers 552195 (front) and 552196 (rear).  These are gas shock absorbers that make up the "Road Gas Shock Kit" PN 552093 described as "moderately firm setting for road and rally".   I have not seen these shocks, but I believe they are also yellow in color (although I have heard one report of a RED set).

Since I was curious about the valving of my newly acquired R-Sport shocks, I took them to Krupp-Bilstein in San Diego and they graciously put them on their dyno for me.  Since you will probably not find any of these R-Sport shocks out there, these measurements may be used for comparison or if you desire to have a set of Bilsteins re-valved to Volvo R-Sport Rallycross specifications
(For standardization, measurements were made at a peak velocity of 500 mm/second on Bilstein's computerized dynamometer)
R-Sport Strut Cartridge (FRONT), Volvo PN 552197, Rebound/Compression 
360/100
R-Sport Shock (REAR), Volvo PN 552198, Rebound/Compression 
400/100



Dynamometer print-outs with graphs:
         FRONT                            REAR
 

SIDE NOTES: Volvo 240 Group A Spec Competition Front Struts
David Russell (Chesapeake, VA) was able to locate a NEW set of Bilstein special valved competition front struts (PN 35498) originally used for the Group A 240 Turbo race cars in the 1980's.  Based on the stampings, it appears the compression/rebound specs were set as follows:   Rebound: 450 lbs., Compression: 150 lbs.  

And the below specs from KGTrimning.com illustrate the different
specs used for some special-valved Bilsteins for 240 racers.

Bilstein stötdämpare 200-serien (Rally/Racing)

Model                                                Front                                        Price           Rear                                        Price

MODELL FRAM (avstämning) PRIS/ST BAK (avstämning) PRIS/ST
200-serien Rally patron P36-3080 (300/200) 2015:- B46-2211 (275/200) 1395:-
200-serien Clubsport patron P36-0081CS (250/125) 1795:- B46-0296CS (270/125) 1495:-
200-serien Racing

B46-0296CS (270/125) 1495:-


WHAT ABOUT KONI SHOCKS?
While I have not yet used Koni shocks on a Volvo 240, I will add the following info for comparison.  This comes from 240 owner Michael Yount:
"I've spent a lot of time talking with the tech folks at Koni about their Sport shocks for the Volvo.  They are MUCH stouter than the Bilstein HD's.  The front struts offer 157/213 lbs. damping compression/rebound.  The rebound is (3-way) adjustable - and the 213 is the minimum.  They will adjust to 427 lbs. of rebound damping.  The rears are MUCH more stout because of the motion ratio - the spring is 27" from the pivot point - the shock is only 22" away.  Their rear shocks offer 259/494 lbs. of damping in compression/rebound, and the rear rebound will adjust up to 990 lbs. of damping force."


Updated 2003: Adjustable Coil-Over Suspension Kit
The below pics show MVP's Coil-Over kit for the 240. MVP no longer offers these kits, so you'll need to look elsewhere.  I opted for 200 lb. front springs and 175 lb. rear springs. The result, combined with the competition R-Sport shocks, is a pretty firm ride, but not too firm for a street driver.  If you decide to go with springs this stiff I recommend some very firm shocks to overcome the rebound for these springs.  I don't think unmodified HD Bilsteins will do at all.

The front strut housings in the pics didn't normally come with MVP's kit.  Your housings can be modified by a machinist (they included instructions for that).  I paid extra for MVP to send a set of modified housings on an exchange basis.

Installation took me about 8 hours at a leisurely pace.  That was including changing my previous monster sway bars to a more tame setup, flushing my brakes with ATE Super Blue fluid, and overcoming a few unplanned problems (related to Murphy's law).   Current sway bar is now a stock 23 mm front bar and one 25 mm rear IPD bar.  My feeling is that the stiffer springs and shocks pretty much eliminates the need for really large sway bars.

 






















BIG BRAKES
Project completed March 2004.  The front caliper/rotor on the left is stock (except for the custom drilling) and those on the right are from the 2004 and later S60 R.  The R caliper is aluminum 4-piston Brembo. 
 

CLICK HERE FOR MORE DETAILED PAGE ON THIS INSTALLATION


Polyurethane suspension bushings from SUPERFLEX in the U.K. 
    It's true that these bushings transmit some additional noise and vibration, especially on a lowered car, but it is
    certainly tolerable.  These bushings can also be obtained through SUPER-PRO in Australia.

Diagonal upper strut tower braces and lower A-arm to crossmember frame ties from a late seventies 242 GT.

Tower to tower aluminum strut brace from Steve Bucina in Florida. 
Steve made them for a number of years, but they are no longer in production.  

(See underhood photos below ).

Under Hood:
As of April 2001, my new motor and tranny are in.  You can get more details on the motor from my Engine Project Page.
Here are some older under hood pics:



Transmission:

As of April 2004 my car has a Ford Motorsport (Tremec) T5Z 5-speed transmission. 

Details on this conversion can be found at the Turbobricks.com forum
(and specific links below)





Awesome links for T5 transmission conversion:
http://forums.turbobricks.com/showthread.php?t=3620
http://forums.turbobricks.com/showthread.php?t=23541
http://forums.turbobricks.com/showthread.php?t=23646
http://forums.turbobricks.com/showthread.php?t=23284
http://forums.turbobricks.com/showthread.php?t=18952
http://forums.turbobricks.com/showthread.php?t=17614
http://forums.turbobricks.com/showthread.php?t=17283
http://forums.turbobricks.com/showthread.php?t=16921
http://forums.turbobricks.com/showthread.php?t=15408
http://forums.turbobricks.com/showthread.php?t=16019
http://forums.turbobricks.com/showthread.php?t=11183
http://forums.turbobricks.com/showthread.php?t=37552
And Aaron Baker's page: http://www.aaronreedbaker.com/t5swap.html


Custom aluminum intercooler  from Spearco in Torrance, California.
This intercooler is 22 inches wide (at the bottom of the tanks), 28 inches wide overall, 17 inches tall, and 3 1/2 inches thick!   While the surface area on the front of this intercooler is approximately the same as a stock one, the displacement has increased from 375 cubic inches to 952 cubic inches.  Some of you have asked if I think this intercooler produces more lag.... absolutely not!
<<< I designed the intercooler specs and provided Spearco with a drawing.  It generally follows the shape of an original intercooler. This design is fatter than a stock IC and when in my 245 next to the big radiator, I had to trim some of the sheet metal from the back edge of the top radiator support.  But by reducing the height of this IC by about an inch or two, you could easily tuck it under the support and not have to make any cuts. 

Also I recall modifying the brackets for the oil cooler, but I eventually got smarter and began placing the oil cooler in my 240s UNDER the bottom radiator crossmember, about 8 inches behind the front spoiler opening.  That is a much better place.  The stock oil cooler lines can be moved and tweaked to allow the oil cooler to be place down there without needing any new lines. 



INTERCOOLER TESTING
I have done some testing with this new intercooler and can say that it does its job very well.  I found a pretty steep uphill grade that runs for several miles which allows me to run moderate to heavy boost at freeway speeds for an extended climb.  The testing device used was a digital temperature gauge on my dash with one thermister installed in the intercooler pipe just after the turbo and another one just after the intercooler.   These temperature readings were taken on a sunny, 70 degree fahrenheit (21 deg. C) day, running 14-15 psi (1 bar) boost at part throttle for about 60 seconds at a stabilized speed of about 90 mph.  Oh, I almost forgot... I also had an air conditioning condenser in front of the intercooler, but of course the A/C was off.

The below temperatures were recorded as temperatures increased.

Temperature Before Intercooler Temperature After Intercooler Total  Temperature Reduction
250 deg. F (121 deg. C) 75 F (23.9 C) 175 F (79.4 C)
340 deg. F (171 deg. C) 77 F (25 C) 263 F (128.3 C)

Stock Volvo Intercooler Efficiency
The below information was provided by Niels Bengaard of Denmark.  The tests were done on a standard 240 intercooler and standard Volvo 240 Turbo.... owner/tester: Henrik Mortensen of Denmark.  All measurements were made at a stabilized speed and boost. Outside temperature 28C (82F).

Speed 150 km/h (93 mph) 180 km/h (112 mph) 200 km/h (124 mph) 215km/h (133 mph)
Boost Pressure 0.1 bar (1.5 psi) 0.5 bar (7.2 psi) 0.7 bar (10.2 psi) 0.75 bar (10.9 psi)
Before IC 91 deg. C (196 F) 135 C (275 F) 160 C (320 F) 175 C (347 F)
After IC 40 deg. C (104 F) 48 C (118 F) 52 C (126 F) 56 C (133 C)
Temp. Reduction 51 deg. C (92 F) 87 C (157 F) 108 C (194 F) 119 C (214 F)
Oil temp. in pan 70 deg. C (158 F) 85 C (185 F) 85 C (185 F) 85 C (185 F)
Oil return from turbo 110 deg. C (230 F) 130 C (266 F) 155 C (311 F) 180 C (356 F)

NOTE: In the original volvo papers that come with an intercooler kit, Volvo states that the intercooler is limited to reducing the temperature after the intercooler to 25 deg. C (77 F) above the surrounding temperature.

EFFICIENCY: Stock vs. Big Spearco
Based on the above measurements...
Efficiency: standard intercooler = (347 - 133) / (347 - 82) = 0.808 or  80.8%
Efficiency: Spearco intercooler = (340 - 77) / (340 - 70) = 0.974 or  97.4%

The above tests show that a stock Volvo intercooler is capable of approximately 81% efficiency.  Not too bad, but improvement is certainly possible.

The Spearco intercooler I am using has shown that it is capable of approximately 97% efficiency.

Keep in mind that many other factors will affect testing results.  Every modified car will act differently, so it is difficult to tell how your car will react under similar testing.

For those of you who prefer the "proper" thermal engineering approach, the below figures were provided by Chris [krzysztof_98@yahoo.com].  The numbers are in 'Kelvins' which are proportional to Celcius (bigger by 273 units).

Neil's OEM Intercooler
(448-329)/329 ->   26.6% 

Spearco Intercooler
(444-298)/444 ->   32.88% 

-Note, T1 and T2 were reversed so the result would not be negative efficiency, which is actually what you want since this 'heat engine' cools. 

The Spearco unit is more efficient by about 6%, which is thermally a very good improvement. 
 


Custom aluminum radiator from Ron Davis Radiators in Glendale, Arizona (Ph. 623-877-5000).  This radiator is 22 inches wide, 16 inches tall, and 2 3/4 inches thick.  It has 2 rows of large 1 inch tubes.
Here is an in-progress installation photo of the new intercooler and radiator.  This may not look like it, but it was a lot of work to squeeze them in.  Believe me, there is no wasted space.








The primary electric puller fan is a Spal 16" shrouded high-flow type that I installed with this radiator.  CFM rating is something like 2300.  I purchased it from Mattson's Radiator, Inc., in Stanton, California (a Spal dealer and another custom aluminum radiator maker).  Their number is (714) 826-0357.

B230 (from 740 Turbo) Intake Manifold Conversion: This made a big difference in the smooooth idle department and increased power too.

I was originally using a Porsche (Bosch) Compressor Bypass Valve for the turbo.  This is a plstic type valve was used on twin turbo Porches at the time.  It's a little more stout that the Saab CBV's that were common and can better handle higher boost pressures.  The Porsche part number is 993-110-337-50
Anthony Hyde has written a good page on Compressor Bypass Valves at http://wwwrsphysse.anu.edu.au/~amh110/Technical_pages/blow_off_valve.htm.

I am now using the Forge billet aluminum bypass valve from Stratmosphere.com.  See it at  http://www.stratmosphere.com/forge_valves.htm


Performance:
    Best 0-60 mph time:         5.97 seconds using my G-Tech/Pro.  Auto trans.
    Best 1/4 Mile Time:         No time recorded.
    MPG highway: Was 19 MPG with the auto trans... now 27 MPG with the 5-speed. 
    MPG light-foot/city: Was 16 or 17...  Now low 20's with the 5-speed.
    Dyno Results:  RWHP: 221 @ 4500 RPM (corrected)
                              RWTorque:  323 @ 3200 RPM (corrected)
 




davebarton.com prancingmoose.com 240turbo.com Contact Us
Shopping Cart
New Items Cool Volvo Products Volvo Stickers Prancing Moose Stickers
Body/Chassis Labels
Other Car Stickers
Volvo Wire Harnesses
Harness Parts/Connectors
Coil Repair Harnesses
Volvo Relays
240 Window Scrapers
740/940 Scrapers
740 Turbo/Boost Faces
Volvo Gauge Faces
Adj Voltage Regulators
Horn Buttons
740 Odometer Repair
850 Odometer Repair
240 Odometer Repair
240 Hydraulic Clutch

4 Speed Fan Controller Limited Slip Read Ends 240 Mods and Fixes
Group A Racing
Electric Fan Diagrams
Tropical Fan Clutches
Modified 240 Favorites
Side Marker Lights
SoCal Salvage Yards
Unleaded Racing Fuel
B26FT Stroker
245 Spec Page
Vacuum Diagrams
Used Stuff
240 Big Brakes
R-Sport Apparel
Prancing Moose Apparel
Favorite Links
Ordering Instructions Policies Payments Shipping Returns
Online Payments