Koni shocks (dampers)

Post by **foggyjames** » 10 Apr 2005 10:56 pm

Good post!

Unlimited power? Lucky git

cheers

James

Post by **Fuse** » 10 Apr 2005 11:02 pm

Thanks!

Btw. I'm sorry if there are some grammar or spelling mistakes. Hope you still get the point. Problem with long posts is that I usually make some idiotic grammar or spelling mistakes because with long posts I start to think in Finnish and it messes up the grammar as the english isn't my native language.

Post by **bodejodel** » 10 Apr 2005 11:03 pm

No problems with your grammar... I think I mess up to sometimes...
We have that 20% regulation here too but noone ever checks that.
So in theory we have unlimited power too.
If I had some extra cash...
I would go out and buy a B230FT I know of lying around at a Volvo specialist with only 165.000 km on it.

Post by **340 Nate** » 11 Apr 2005 04:58 pm

thanks for all the info guys, im juggling between a renault 5 turbo engine but im not liking the idea of removing the engine (mechanics is my strong point but im learning at college so i dont dare remove the engine incase i screw up) or a conversion on a 360glt injection which i cant see many problems standing in my way, just getting the tools for the job

thanks

Nate

Post by **jtbo** » 11 Apr 2005 05:14 pm

Is it necessarily to get turbo intake manifold?

Maybe it is possible to mod existing glt manifold for turbo use or is it so much work that turbo manifold is getting better choice?

I think that turbo manifolds are around 100-150euros, so some work for existing manifold is premittable.

Post by **340 Nate** » 11 Apr 2005 05:30 pm

i guess its better to use the turbo manifold instead of modifying the original one because its less effort, you know the welding is gonna hold together unless your a pro at welding, but i guess the turbo manifold will have better flow than welding extra bits on (dont know if im correct, please correct if im wrong)

thanks

Nate

Post by **Fuse** » 11 Apr 2005 05:48 pm

jtbo wrote:Is it necessarily to get turbo intake manifold?

Maybe it is possible to mod existing glt manifold for turbo use or is it so much work that turbo manifold is getting better choice?

I think that turbo manifolds are around 100-150euros, so some work for existing manifold is premittable.

Are you talking about intake or exhaust manifold.

Because I cannot figure why you couldn't use a stock GLT intake manifold with turbo. It is almost the same as the one in 740 Turbo, if not completely same. Exhaust manifold is the diffrent thing then. No use to start welding a proper adapter piece I guess.

Post by **jtbo** » 11 Apr 2005 05:57 pm

Lol, intake of course, sorry I was not too clear there.
At least my throttle body could use some work as pressure could easily escape from butterfly axle housing (In finnish: kaasuläpän akselin ja kaasuläppäkotelon väli) Sorry, I'm missing few words again

Then it is only throttle body that is needed to change, if even that?

Post by **foggyjames** » 11 Apr 2005 07:36 pm

I said both manifolds just in case you were starting with a B200K or a B19A

Nate...I'd not bother with the GTT - just not enough power without major work, and it's the hardest to fit. You could go with the 'Huskyracer model' (400 series 1.7 turbo), and it's a very impressive result, but maybe more work than you're looking for? It had to have a custom prop, etc, and it all costs big money.

Personally, I'd get hold of a 3dr 360 (any model - there were more 3dr GLs than GLEs (were there any UK 3dr GLEs?!) and GLTs, and the B200Ks are barely any slower, as proved at Santa Pod), and take it from there. Run it as standard, get used to it, and work on the best way to modify it from there.

I think you'll find that there's plenty of low-grunt, but they need more top end...so either do some NA tuning (cam, head work, a meatier exhaust manifold), or go turbo. I'll take you for a ride in my car once it's got the carbs and cam in, as that ought to show you what an NA 360 with about 50% of the potential mods can do. I'm keeping it NA (for now) to keep the insurance costs down. Turbo is a nice 'quick fix', and there's nothing quite like boost, but there are other costs involved, and the throttle response of NA is not to be underestimated - a 170bhp 960 can pull away faster than a 182bhp 740 Turbo....although the turbo gets it when it's really wound up!

I ought to end up with 120-130 bhp (up from 100-105 ish), with the potential to squeeze out up to around 160 with some further (more expensive) work. I guess it's cost £2-300 or so, but the insurance ought to cost ~£50 extra....and I'm 20! Not bad for a 25% power increase!

cheers

James

Post by **Fuse** » 12 Apr 2005 05:48 pm

jtbo wrote:Lol, intake of course, sorry I was not too clear there.
At least my throttle body could use some work as pressure could easily escape from butterfly axle housing (In finnish: kaasuläpän akselin ja kaasuläppäkotelon väli) Sorry, I'm missing few words again

Then it is only throttle body that is needed to change, if even that?

Well I don't know if I have the original TB at least it looks like it would be the original and it's working fine.

I cleaned it up today and took some pics.

http://koti.mbnet.fi/mtn/images/autot/GLT/throttlebody/

I also painted all pressure side pipings with hammer lacquer (Is it called that in english too. I'm not sure. Direct translation from finnish word "vasaralakka"

It's a very durable paint which makes the surface look like a hammered metal.) Now they look nice and shiney. I also replaced all hose clamps with new shiny ones.

Now I just need to get my turbo renovated in few weeks and then it should run nice and smooth.

I am getting a new digital camera as a graduation gift so I'll take some pics when I get my camera.

Shocks are also kinda worn though but those have to wait till fall I guess.

Post by **SteveP** » 13 Apr 2005 11:13 am

bodejodel wrote:Maybe it's enough to replace the head with a 2.3 liter turbo head? There are plenty of guys here who already dit that trick.

Do you mean fitting the 2.3 turbo head to the B200 block? hmmmm

Post by **foggyjames** » 13 Apr 2005 11:32 am

I've been thinking about this, as I have a B230ET 531 head sat on the shelf here. I'm concerned about the implications for compression ratio (without major surgery) and the 'mushroom' shaped combustion chamber caused by the CC in the head overhanging the bore.

Personally, I'd say it's so much easier just to fit a complete turbo engine

cheers

James

Post by **jtbo** » 13 Apr 2005 11:43 am

I don't see that fitting head from turbo would be much of improvement, head from B200k (530) would be very good and then there is 531-head, but I don't remember what engine had these.

There is heads with big and small water channels, small is better for turbo use, 530 is with small water channels(again is it correct word?).

Anyway those heads are quite similar to each other, 631-head is different, it has no combustion(is it right word?) space at all, but pistons on B230 that has 631-head contains little 'pool'.

What I know there is no difference in head dimensions if it is from 2,3 litre or 2 litre engine, exept that 631 head. Also there is heads with pulsair and other antismog systems, but there is same number in them, so better check out that you get one without those systems

Currently I do have one 631 and two 530 heads and one 530 in car of course, if I just would have a garage.
Perhaps I could find pistons that could fit into B200 and that would have slightly smaller cr with standard head but still good desing so air mix would get better, then I could put 631 top of my engine block and get cr around 12-13, that would give some NA power

Just dreams so far, piston catalog would be first thing to find out...

Problem with these stock heads is that they like to pink at high cr, with better designed combustion space it should be not so big issue. They are not bad, but not very best either. Just old technology.

Post by **foggyjames** » 13 Apr 2005 02:52 pm

Are you sure that the 2.0 and 2.3 530s have the same combustion chambers? Could you measure your B200 530 CC for me please?

The advantage of a 531 head (B230ET mainly) is that it has better ports, and coated / filled exhaust valves, and I think Fuse's idea was to use it's larger (but now you've spread some doubt on that!) CC to lower compression.

Penta 2.5 pistons are shorter, so maybe they could work with a 631? Try downloading the Mahle catalogue - very useful!

There are people out there who are modifying the 8v heads CCs to improve the high compression pinking problem.

cheers

James

Post by **jtbo** » 13 Apr 2005 03:05 pm

One of my 530s is from B200 engine and other I'm not 100% but it has pulsair and I'm thinking that it was from B230, but I can't remember for sure.

If I measure lenght, width and height from B200 530 would that be correct measure?
I have no idea how to measure volume without fiddling with liguids and gaskets and I'm not too good in that area

I guess catalogue is available in some hssss networks and using some hsssss programs?