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Jun 25, 2017 21:43:06 GMT
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Disclaimer; Currently non-turbo! I've owned this 1988 740 since September 2015. Before this I owned a 940 for three years which gave me the Volvo bug in a big way. At the end of the 940's life I took it to a few drift events, and now I've unfortunately caught the drifting bug too. You can see where this going, but I don't intend to treat it like a drift missile. Maybe I'll only go to a few events, who knows. Originally I wanted a clean 740 saloon as a long-term project, something I could take care of and do an engine swap (or two) on - then someone decided to crash into it whilst it was parked. See bottom picture. It's repairable but the bodywork quote is a bit too much for something that will occasionally get thrown sideways, so as much as it deeply pains me it remains as a battle scar. I've pretty much done all the aesthetic mods that I wanted to do. All that remains in that department is new wheels. Borbet type A if they fit ok. Plans:
Engine SwapGet rid of the nasty B200E running on K-Jet and swap in the B230FK from my old 940 which already has an upgraded camshaft and 15g turbo. This requires a lot of the 940's wiring loom due to running on a different management system - LH2.4. I don't like wiring so this is the most daunting part. Also need to change the fuel pump. The gearbox will be swapped out for the 940's M90 unit. SuspensionCurrently has a strut brace, lower chassis brace, dual rear anti-roll bars, Kaplhenke "Quick Steer Roll Correctors" and a couple of polybushes. Needs new dampers and springs - considering Bilstein B8's. Not yet brave enough at fabricating to make my own coilovers. Upgrade the torque rods as a minimum for the rear axle. OtherNeeds a limited slip differential (had a welded diff before, didn't like it), lighter wheels as mentioned before, possibly a hydraulic hand brake, and a spot of weight reduction. The engine swap has just begun. I just want to re-iterate that this is not a full-on drift car build. I want it to have good road manners too (not easy with a live rear axle!).  DSC_0140_zpsj9r5830v by Peter Macdonald, on Flickr  DSC_0215_zps3pzd4w88 by Peter Macdonald, on Flickr When someone drove into it whilst it was parked:  |
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Last Edit: May 3, 2021 8:31:28 GMT by petemac
1988 740 Turbo, 1998 V90, 1991 Eunos Roadster.
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hario
Part of things
S202 C300STD
Posts: 421 
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Jun 26, 2017 12:57:03 GMT
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If it's aftermarket engine management it's likely stand alone so you can just swap it all over? And likely both have the same tach signals etc so not too complicated?
So do all these Ovlovs share engine and gearbox mounts and bellhousings so they are super modular for easy swaps? like old Mercedeses..
Looking forward to build pics man!
Beers, HH
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*S202 C300TD Wagon*
Installed:
OM606 & 722.6, Evo6 IC, S600AMG callipers & 345mm rotors. No catz. Leatherish seats.. Rust..
Future:
DIY manifolds & turbo compound build.
Built IP, & some kind of software. Less rust..
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Jun 26, 2017 18:05:23 GMT
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Cheers. It's the original engine management from the 940, which isn't that complicated to be fair. The main issue is that I've got two full looms of which I only need about 10%. So I need to work through both of them and remove the uneccesary stuff. In future I'd love to switch to megasquirt.
Other than different management systems the 7/9 series are practically the same. 240's not so much but they do use the same redblock engines.
Your C300TD looks fun. My daily is a 5 cylinder 2.4jtd Alfa 156 so I can appreciate the diesel power!
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1988 740 Turbo, 1998 V90, 1991 Eunos Roadster.
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steveg
Posted a lot
Posts: 1,556
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Jun 26, 2017 20:34:19 GMT
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I did the non Turbo to Turbo swap on my 940. You could either just use the bits of wiring you need or just swap the whole lot for the loom out of the 940. The big problem with doing the latter is that the battery of a Turbo car is on the other side of the engine compartment compared with the non Turbo. I found all this out the hard way and not only the engine bay had to be re-arranged but all the wiring behind the dash is different.
Another problem is that on cars with ABS you have to move that and all of the brake pipes.
I found that even the fuel lines are different on early 940's and late ones with the single in tank fuel pump.
As I had the complete car I ended up swapping everything over, you wouldn't know it was ever anything other than a Turbo from the factory now though.
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Jun 26, 2017 20:58:04 GMT
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Nice work. True, I think using only what I need will be the best way considering the differences. I don't really fancy stripping the 740 loom behind the dash. I'm thinking about moving the battery to the passenger area or boot. Plus I've got an electric fan to install.
Off to look at wiring diagrams...
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1988 740 Turbo, 1998 V90, 1991 Eunos Roadster.
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Jul 30, 2017 21:43:07 GMT
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Bit of a slow start on this one. I bought another 740 to touch up and sell on so that's taken up some of my time. The engine is ready to come out.  I removed some unnecessary towbar and alarm wiring. Quite satisfying.  Also mocked up an Isuzu NPR intercooler to figure out the fitment, it looks like I just need a spacer (combined air-dam) underneath and then I should be able to use the original mounts at the top with a little fettling, so that's pretty cool. It's a fairly heavy intercooler though... Lastly, I picked up an IPD front anti-roll bar. Plenty more to go on the suspension side of things but I'm leaving that buying spree until the engine is running. Currently trying to figure out if a turbine housing with a 7cm angled flange is worth buying for the 15g. It's still a crappy little 15g at the end of the day. |
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1988 740 Turbo, 1998 V90, 1991 Eunos Roadster.
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Sept 10, 2017 16:15:32 GMT
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Regarding my last post, I decided to just get an angled flange for the 15g. I can contemplate larger turbos at a later date. I've got wires coming out of my ears at the moment. Slowly working through the LH2.4 loom working out what does what, stripping out unnecessary bits, and labelling every wire that gets cut in the process. First off, removing unnecessary stuff (on the left):  DSC_0619 by Peter Macdonald, on Flickr I've made life hard for myself by choosing to relocate the battery to the passenger area, maybe behind the passenger seat. One part of this involved rearranging the T-piece in the standard loom so that I can route everything through the passenger side. Normally the ECU wiring goes through the driver side, but I want to mount the ECU in or around the glovebox. It can't really go in the standard location anyway, because the k-jet 740 has other stuff there.  DSC_0625 by Peter Macdonald, on Flickr The loom looks like this now. ECU, EZK, and battery cables all routed through the same seal.  DSC_0626 by Peter Macdonald, on Flickr It kind of works out quite well. Only the battery, engine ground, and MAF connector appear to need extending. Hopefully the ignition coil wires are long enough. Then there's all the chopped wires that need connecting up. I think I'll solder extensions onto them all before the loom goes into the car, then trim them back when I've figured out where to route them. |
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1988 740 Turbo, 1998 V90, 1991 Eunos Roadster.
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Sept 10, 2017 18:24:47 GMT
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A bit late now, but you could have used the engine wiring from a late model 240 with LH 2,4. Unlike the 7- and 9-series they have a separate wiring loom for just the engine.
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194? Willys Jeep MB 1965 Volvo 544 Special 1968 Opel Rekord 1975 Opel Kadett Estate 1985 Mercedes-Benz 230E 1985 Datsun 720 King Cab 4x4 diesel 1997 Volvo S70 2.5SE (ex. "Volvo544special65" - changed to more reader friendly username.  ) |
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Sept 10, 2017 18:53:20 GMT
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True, and there's more documentation for the 240 stuff. Wish I'd thought about that earlier. Though I did have a spare 940 sitting around so it made sense at the time.
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1988 740 Turbo, 1998 V90, 1991 Eunos Roadster.
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Progress is slow but I took a break from wiring and got a few odd jobs out the way. Checked cam/valve clearances. The KG2T cam only covered a few hundred miles (albeit at quite high revs) when it was in the 940 but I found two clearances to be slightly too large. Replaced those shims, reinstalled the cam and now a different one has gone out of spec. I'm tempted to just run it and re-check the clearances once it's done another few hundred miles. Changed the power steering pump, not sure if the old one was bad but the steering would start to go "jittery" when abused. Removed the idle control valve because it's not really required, and blanked off the pipes. Just need to adjust the throttle plate to suit. Changed the throttle cable and spool assembly (K-jet is obviously different). Then onto today's fun of getting the angled flange turbo housing to fit the manifold. The housing I have seems different to some others I've seen. With a straight flange you can remove the two upper studs from the turbo and drill out the holes to accept the manifold studs. On this housing there's no empty space behind one of the studs, as the picture shows. So I had to drill the manifold instead.  DSC_0660 by Peter Macdonald, on Flickr However, a nut doesn't quite fit in there. So I had to carefully grind a mm or two off the manifold. Risky.  DSC_0662 by Peter Macdonald, on Flickr Before I fully fit the turbo, the manifold is going to need some porting to match the housing. |
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1988 740 Turbo, 1998 V90, 1991 Eunos Roadster.
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Nice. I had one of these and dropped a T5 into it, was fantastic! No matter what I did to it, it never handled as well as my string of old beamers but in a straight line, t'was a good laugh. I'd highly recommend putting in the extra effort and going down the T5 route as you have much more tuning potential.
Good luck
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Oct 23, 2017 12:26:07 GMT
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You stalker. You could've changed your name at least!
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1988 740 Turbo, 1998 V90, 1991 Eunos Roadster.
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back in my day people (boy racers) modified their car so that they would be faster, in fact I remember once a friend had a Volvo nine hundred and forty, the car was blood red and so unwieldy to drive, he managed to crash its own engine thru it's rear window how he survived I will never know but I knew from that day on he was the ghost rider
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Last Edit: Oct 24, 2017 4:01:33 GMT by planetx
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but I knew from that day on he was the ghost rider Lol Looking forward to seeing this evolve! |
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Oct 26, 2017 21:55:02 GMT
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1988 740 Turbo, 1998 V90, 1991 Eunos Roadster.
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Got the gear lever extended below the pivot point by about 10mm for a shorter throw - I think that makes it about 30% shorter. Looks a bit wonky in the photo but it's not that different from standard. Reassembled it with washers on the pin rather than the rubber o-ring, slight improvement but still quite a bit of play.  DSC_0670 by Peter Macdonald, on Flickr I removed the weights inside the frame rails.  DSC_0671 by Peter Macdonald, on Flickr With any luck, I'll get the engine swapped at the end of this month. |
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1988 740 Turbo, 1998 V90, 1991 Eunos Roadster.
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When do you think the volvo will be ready to drift Mr Ghost Rider? I eagerly await your response. Have you learned how to solder yet?
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Nov 12, 2017 23:59:23 GMT
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Loving the build, I've got an 850 T5 myself and have definitely caught the Volvo bug. I happen to have a V70 T5 ME7 engine going spare if you change your mind  |
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Nov 13, 2017 19:28:06 GMT
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Don't tempt me! It's a long-term battle between my heart and my head. cozmcrae - MK4 Golf My soldering skills are unbeatable. |
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1988 740 Turbo, 1998 V90, 1991 Eunos Roadster.
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Nov 14, 2017 19:24:32 GMT
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Don't tempt me! It's a long-term battle between my heart and my head. cozmcrae - MK4 Golf My soldering skills are unbeatable. Go on, do it. I dare you  |
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)
