240 turbo manifold.

Ravanelli

Old log type preferred. Wollongong

Ravanelli

yep.

Forg

Is a 240T intake manifold different from the B23E K-Jet intake manifolds of the same age?

ramrod

I think they mean exhaust manifold in this post however to answer your question yes B23E non turbo inlet manifold is different to B21ET or B23ET turbo inlet manifold

Forg

Oh "log type" put me off, I was picturing an actual log manifold in my mind. 🙂

In that case, is a 240T exhaust manifold different to a B23ET exhaust manifold? B23ET-sourced manifolds more likely to be around here than B21ET (or B21x with turbo kit) ones I imagine.

Major Ledfoot

Forg In that case, is a 240T exhaust manifold different to a B23ET exhaust manifold?

No.**

All 8V turbo manifolds were basically the same** until 1990 when the design was improved. Hence why everyone wants a 90+ manifold.

** = There was EGR-port versions and no-EGR-port versions, and T3 and Miitsubishi variants, but the castings were essentially the same.

The exhaust side of 160 / 398 / 405/ 530 / 531 heads are all the same pattern.

Major Ledfoot

JFTR, the Kangaroos Team now offers a new 8V manifold, modelled on the 90+ factory unit for the Garrett T3.

Image description

It allows the addition of an external wastegate. It's designed for folks who want to use all the factory turbo fitting hardware.
415 Euro plus shipping.
https://www.thekangaroosteam.com/shop-1/volvo-redblock-8v-upgraded-oem-version-t3-single-scroll

Ravanelli

Major Ledfoot agreed they are nice . I'd rather avoid the extra cost if possible.

Forg

240T was only sold before 1986 though … ?

Which is I assume what he means by “old” type?

Later flows a bit better but is always cracked used, hence that Kangaroos Team one being an interesting idea … assuming it works on RHD 240 of course (fairly sure answer was “yes” elsewhere).

Major Ledfoot

Forg 240T was only sold before 1986 though … ?

Yeah but factory 240Ts were all B21 turbos with K-Jet. B23 turbos were in the early 760Ts (1984) with Motronic. Exhaust headers for both were basically the same.

Then B230s appeared for 700 turbos and used the same basic exhaust headers, with Motronic at first, the LH 2.2, then LH 2.4 - the 760T I had in the US was a YM 90 IIRC and it was LH 2.4.

The 'old type' refers to the pre-1990 type.

Since most folks with 240Ts over here use a 90+ manifold, it does work for RHD, as James and Ryan and Greg and etc can all attest …. but some fiddling about is involved.

90+ aren't all cracked, but they are prone to cracking. Years ago the 90+ on my 945T cracked en route to Wollongong during a sudden cold snap / intense rainstorm. Got a good uncracked one from the late Redwood Chair as a spare.

What's on the BRC, if not a 90+?

Forg

Yeah but factory 240Ts were all B21 turbos with K-Jet. B23 turbos were in the early 760Ts (1984) with Motronic. Exhaust headers for both were basically the same.

Ah, I misread your response to my question ... when you said "no" I thought I'd typed something like "is a 240T exhaust manifold the same as a B23ET manifold" and then when you said "no" I thought I'd been wrong all these years. But I hadn't asked what I thought I had asked! 🙂

I was trying to point-out to the original poster that a "240 Turbo" manifold in "old style" is likely going to be off a B23ET for him to get hold of one. Although I'd forgotten that B230ET & early B230FT's also had that B23ET manifold.

What's on the BRC, if not a 90+?

It's custom made from steam-pipe. The 90+ manifolds weren't all cracked yet 'cos that was 25+ years ago, however nobody had tried fitting the 90+ manifold to a RHD car (in fact I couldn't find anyone who'd fitted EITHER factory manifold to a RHD car) and I could get the custom manifold for ~$600 when the pre-1990 was ~$300 used at the time so I just went the custom option. In hindsight maybe not such a good idea 'cos the shape of everything makes the nuts holding the dump-pipe to the turbo a real bear to get to, you can only get about 1/12 of a turn at a time with any sort of spanner on 3 of the 5 & it's 45-odd minutes just to unfasten those 5 nuts! Plus my GT28-ish sized turbo is about the biggest that will fit in that spot ... it's apparently undersized, although the CR is too low so it's laggy regardless. 🙂

jamesinc

Nah all my turbo manifolds are log manifolds, I'd rather fewer cracks and less flow.

If I was doing a turbo build today I think I would buy a Kangaroos manifold, they look nice and they have improved the collector casting over the factory 90+

Major Ledfoot

jamesinc Oh! My bad then.
But AFAIK they're the same physical size?

jamesinc

Major Ledfoot yeah that's correct they are universally interchangeable on any 8V redblock.

Anthony

IMO, what the 90+ manifold needs is the turbo mount flange to be moved more forward so the turbo itself sits more forward, thus giving far more room and flexibility to routing the exhaust pipe (3”) well clear of the steering rod.

From the factory the turbo mount flange is mathematically towards the rear of centre , but we need more forward of centre.

If the Kangaroo guys could address this RH issue I’d be the first in line to purchase!

I use an early log type with many hours spent matching and porting so the manifold near perfectly matches the head ports. What a difference that made!

Again in my experience, its the standard intercooler that is the biggest restriction especially in the midrange and upwards. Solve this restriction and its a whole new world of performance.

Forg

Anthony Again in my experience, its the standard intercooler that is the biggest restriction especially in the midrange and upwards. Solve this restriction and its a whole new world of performance.

Shirley the intercooler's the thing which's the most easierest to replace with an inexpensive aftermarkety alternative? Very generic in terms of fitment/shapes, especially compared to an exhaust manifold ...