Hi everyone. I'm new to this forum but certainly not to vehicles, having owned and run several high performance workshops over two decades and three continents!

Thought I'd join the community and share my build and enjoy what everyone else is up to. I currently have far too many cars and projects, but amongst them is a 1999 V70 Estate and a 2006 C70 convertible. Shamelessly I'll admit, the C70 was purchased to score the engine as I bought the V70 with an engine that had been so overheated it took my block-and-tackle to remove the cylinder head....the entinte engine was distorted. Anyways the C70 has only 117,000km's with full history and seemed a great donor for the mechanical side of things (if anyone needs C70 parts Just let me know!)

Won't insert a photo of the cars...we all know what they look like!

For now I am still zipping around in the C70 and using it as a test-bed while I prepare the V70. In April i bought a new 18T billet turbo from GCG and it runs beautifully. Certainly picked up considerable power. It came with a 7cm ported turbine housing which really freed-up the upper rev range with just a bit of lag. As my goals are beyond the power level I intend to reach I guess I'll sell the turbo if someone is interested. The car has done about 1,000km since installed.



So, I've started developing several components. Firstly the exhaust manifold. It is not finished yet as I have just been too busy with work for clients (they always come first) but I have built a short-runner tubular manifold with a true collector. This is quite a big step forward compared to the conventional "Jap" manifold and the other iterations. yes, it is true that you can just bump up the boost a few psi to make the same power, but the implication is higher EGT's, higher IAT's and an overall inefficient engine. With a proper tubular manifold and collector the engine is more efficient so will make power easier. Being a short runner manifold, the response will still be excellent. Here is the manifold as it sits now, just needing another 3 or 4 hours to reach completion



I've also been developing the intake manifold. The original manifold has, in my opinion and in comparison with modern engines, very small diameter intake runners and bellmouths into the runners. So in my spare time I have cut open the manifold, put a 6 degree chamfer cut into the runners and increased the bellmouth diameter. Somehow I deleted the photo of this stage...not happy. I also deshrouded the entrance into the plenum after the throttle body; it is far from ideal from factory. From there I also increased plenum capacity by an additional 750cc. The runners have been port-matched slightly smaller than the head




Will continue the development and keep updated :)





Nice work! What gearbox are you planning to run?
timbo;c-160033 wroteNice work! What gearbox are you planning to run?
For now I am running the standard automatic. I have flushed it twice since buying the car and it is operating well. I am also stripping about 300kg out of the V70 which will help the longevity of the auto somewhat, but am expecting and aware it will need to be upgraded sooner or later
M66 with an LSD might be the best solution when the trans goes.

2006 is right on the changeover to the p1 did you manage to find a p80 chassis with the best RN hpt motor? Or is it a p1 c70 with the RNC
timbo;c-160039 wroteM66 with an LSD might be the best solution when the trans goes.

2006 is right on the changeover to the p1 did you manage to find a p80 chassis with the best RN hpt motor? Or is it a p1 c70 with the RNC
Yes, I have the high pressure combination with blue injectors etc. thanks for the suggestion of the M66 transmission, I will certainly keep it in mind

Nice work, you'll definitely have to change the gearbox as you have the 5sp auto which isn't much cop especially with the high torque you'll be running, what turbo are you going to use out of interest?, and what engine management and mapping is planned?. Watching with interest from another forged block wagon owner.
Jamest5r_;c-160052 wroteNice work, you'll definitely have to change the gearbox as you have the 5sp auto which isn't much cop especially with the high torque you'll be running, what turbo are you going to use out of interest?, and what engine management and mapping is planned?. Watching with interest from another forged block wagon owner.
Hi Jimbo. Yes I agree and totally expect the gearbox to not handle the torque. Regarding the turbo, I have not yet decided, but most likely a GTX3071R. I am fabricating the turbo manifold around a T-3 flange, which gives the largest range of turbo options. I have quite a few turbos in my workshop, from gt28's to gtx35's but I dint have a gtx3071 in stock, so that is frustrating!

I'll be sure to check out your build.

Regarding engine management, i had considered E85 however as this vehicle will be used primarily for highway non-boosted use I have decided to stay with PULP and will run a boost-referenced progressive water/methanol injection setup. In this way I have the normal daily usage and economy of conventional fuel and the anti-knock/octane/cooling benefits of the water/meth when under boost conditions. The ECU itself is currently undecided.
Be sure to get a proper LSD...
Tim that does look very tidy, thanks I've had a. Look and will certainly consider it and keep it in mind

Well I have sold my 18T billet turbo and jumped on an opportunity that presented itself yesterday. A client has commissioned me to build him a tubular manifold for an EFR7670 for his TTRS. So here I have an original Borg Warner turbo with 5cyl manifold just sitting next to my Volvo.

Problem is that with orientation downwards the water pump tubing will foul and pointing upwards the brake boost will foul. Am currently considering several options including an electronic brake booster, or disregarding this turbo/manifold altogether but I love unorthodox builds, if functional.

These turbos can be high-flowed to produce 500+hp, but for now the original flow capabilities are perfect





That's a nice collector, way better than std but std was made for tight spot.
Have you seen the builds where turbo is sat where the battery and airbox was originally, it's longer runner to it but it opens up options greatly. Like sequential turbo to get rid of low down lag?
Ex850R;c-160194 wroteThat's a nice collector, way better than std but std was made for tight spot.
Have you seen the builds where turbo is sat where the battery and airbox was originally, it's longer runner to it but it opens up options greatly. Like sequential turbo to get rid of low down lag?
If you are referring to the collector I have fabricated, it does fit in the original space and location. Took lots of head scratching to make it work, but it is a bolt-on solution with a few little tweaks to tubing

It is clear that the Audi and BW engineers have put a lot of research and effort into this manifold/collector. Much more than a conventional turbo setup. Under 500hp I cannot see any way of improving its performance. Regarding relocation, I've built many "sidewinder" style manifolds for different engines and it has pro's and con's. Testing with thermocouples at the manifold entrance and at the turbo entrance I've seen differences of delta temperatures of up to 150`C.

On the plus-side, the engine will "see" a larger turbine housing as a significant amount of thermal energy is lost in the length of tubing. This means that the engine can make more peak power as it effectively has a larger turbine.

The cons include more radiating heat into the engine bay, a higher probability of breakage/failure and primarily a loss of transient response and spool due to the loss of thermal energy. You see this in WRX/STI's compared to a comparable engine with a comparable turbo as the manifold is so long. That is why Subaru has tried iterations of twin turbo, twin scroll and ball bearing to try and compete with Mitsubishi's simple and highly capable plain-bearing twin scroll setup...which happens to be a much larger turbo overall yet spools much faster

Well after realising the Audi manifold/turbo would not fit, I cut the turbo free of the manifold, built-up the scroll to the housing with weld and shaped it to suit the very compact proper-collect manifold I had previously begun to fabricate. It now fits perfectly including the turbos 5" outlet






5 days later
When the standard intercooler may be inefficient at the flow levels intended you can be smart and buy another intercooler, or you can be a little silly and join 2 standard intercoolers in to 1






???
definitely thinking out side the box
6 days later
Very interested to see the finished product, keep up the good work!
Raebird;c-160843 wroteVery interested to see the finished product, keep up the good work!
Thank you. The project has been delayed as i´ve had not 1, but 2 family members in hospital. Now that they are stable (though still hospitalised) I have just spent the last two days upside down cleaning the internals of the block and sump. The basic drivetrain is now installed. I´m focusing hard on weight reduction as do intend to use the car on the track both for lapping and roll racing. This means i need a manual transmission and many additional components for high-hp longevity.

I have always been fascinated by the 5-cyl character, but am currently considering if a turbo K24 (Honda) swap is more suitable, as spare/aftermarket parts are so readily available. I know that sounds sacraligeous but think about it.... there are always questions regarding the white block reliability whilst the k24 motor can support 600whp on a stock engine, the engine+gearbox is approx 90mm shorter and weighs approx 30-35kg less. this would also remove the massive array of plumbing (vacuum, water, cabling) that is associated with the white block. The K24 makes more hp and torque than the white block (both being N/A) and over a wider rpm band. Also being 4 cyl I could make best use of a twin-scroll manifold and turbo manning better response and powerband.



20 days later

So I realise that many may not appreciate the direction of this project, but it is something I have wanted to do since I first saw the Volvo Estate in the BTCC in 1994. I'm building this in a way I think Mr Wilkinshaw would've looked and had a laugh while saying "that's cool".

Currently cutting-out the sheetmetal and replacing with a mid-mounted engine setup and a triangulated internal frame/cage for a central driving position....no passengers here. A carbon flat floor and diffuser will be installed once finished.

This will keep all the weight within the wheelbase and as close as possible to the roll-centreline. Obviously practicality is not a consideration...it is just to take to the track and have some fun and run some good lap times.

Still yet to decide whether I use the K24 engine/box or the Volvo engine/box. I need to decide to continue to progress.

Also taking painstaking measures to reduce weight....great lengths.

Goals as of now are to be under 1000kg, hopefully under 950kg. Lap time goals would be under 1:45 at SMSP and under 1:05 at Wakefield Park and will probably run it down the 1/4 (though I'm not a big fan of drag racing) and see how it goes.

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