IMPORTANT QUESTION ABOUT TURBO VOLVO
#1
07-12-2007, 02:37 PM
IMPORTANT QUESTION ABOUT TURBO VOLVO
I have a 89 volvo 740 turbo and i blew the engine, but i want to know if i can use the engine from a stock non turbo volvo with the same engine. is the internals of the engine the same so basically will it hold up to tho pressure of a turbo. Email me back at m1kota@hotmail or just post here with any comments that will be helpful
#2
07-12-2007, 02:49 PM
RE: IMPORTANT QUESTION ABOUT TURBO VOLVO
Basically your asking if you can buy a Non Turbo Volvo engine and turbo it.
Yes you can. But it will take some good money, time and some tuning for it to run properly.
It is easier to do on the older Volvo's, but still not worth it IMO.
Just buy a turbo engine already and or sell the car for scrap and buy a whole new turbocharged car.
Please only post this in one place.
Thank you
Yes you can. But it will take some good money, time and some tuning for it to run properly.
It is easier to do on the older Volvo's, but still not worth it IMO.
Just buy a turbo engine already and or sell the car for scrap and buy a whole new turbocharged car.
Please only post this in one place.
Thank you
The following users liked this post:
digital.mick (04-10-2022)
#3
07-12-2007, 02:56 PM
RE: IMPORTANT QUESTION ABOUT TURBO VOLVO
well im not buying a new engine im only going to the junk yard and pulling ang engine from the same kinda car... but the majority of those engines are non turbo. are the the same engine as my car... i need to know for sure because im going this weekend
#4
07-12-2007, 02:58 PM
RE: IMPORTANT QUESTION ABOUT TURBO VOLVO
ORIGINAL: m1kota
well im not buying a new engine im only going to the junk yard and pulling ang engine from the same kinda car... but the majority of those engines are non turbo. are the the same engine as my car... i need to know for sure because im going this weekend
well im not buying a new engine im only going to the junk yard and pulling ang engine from the same kinda car... but the majority of those engines are non turbo. are the the same engine as my car... i need to know for sure because im going this weekend
A turbo engine is not the same as a NA engine. And a NA engine isn't the same as a turbo engine.
#5
07-12-2007, 03:01 PM
RE: IMPORTANT QUESTION ABOUT TURBO VOLVO
http://www.answers.com/topic/volvo-redblock-engine
"Volvo Redblock Engine [/align] The Volvo B21 was a slant straight-4 engine first used in the Volvo 200 series, meant to replace the B20. The new B21 maintained Volvo's legendary reputation for designing durable motors. The B21 and all derived engines are often referred to as red block motors for the red paint applied to the block. The primary differences when compared to the B20 were the switch to a single overhead cam (SOHC) in place of the older pushrod configuration, and an aluminum crossflow cylinder head versus the iron head of the B20. History Initially the overhead camshaft versions were offered as optional equipment on the 240, becoming standard in all markets by the 1977 model year. The overhead camshaft motors were available in displacements of 2.0 (B19 and B200), 2.1 (B21), and eventually 2.3 (B23 and B230) liters. The B21 featured an 80 mm stroke, and 92 mm bore. In the US, the B21's power output ranged anywhere between 98 hp and 107 hp (73 to 80 kW), based on variations in the compression ratio and was typically supplied with a B or M camshaft.
The engines are tilted approx 15 degrees to left (exhaust side) to make room for the more complicated injection systems. B19 and B21 blocks can be identified by water plugs one side of the block. The B23 blocks have them on both sides. The camshaft is driven by a toothed belt that is driven of the front of the crankshaft. The belt turns the intermediate shaft as well, which in turn drives the oil pump, distributor (on 240 engines and BXX 700 series engines) and the fuel pump of carburetor models. In 1981 the B21FT, a B21F with a turbo, was introduced with a compression ratio of 7.5:1 mated with a Garrett T3 turbocharger and a T camshaft. Additional turbo variants, not offered in the US market, were the B19ET and the B21ET, based off of the B19E and B21E respectively. The turbocharger increased power output to 127 hp (91 kW) for the B21FT, and 180hp (134 kW) for the B21ET. Also new for the 1981 model year was the B23, with a displacement of 2.3 liters (80 mm stroke and 96 mm bore). Aside from the increased bore size, the engine is identical to the B21.
Volvo used a slightly different mold for the turbo engines to cast a boss for the turbo oil return line. Because a turbocharged engine has a higher operating temperature they used sodium filled exhaust valves and a thermostat controlled oil cooler (air/oil model). In 1983 the B23 was introduced to the American market. Also introduced in 1983, the "intercooler boost system" (IBS) was introduced for the B21FT motors. The IBS kit consisted of an intercooler, appropriate ducting, a new fan shroud, new oil cooler lines and mounting brackets, and optionally an automatic transmission shift kit. IBS raised the output of the B21FT to 162hp, still less than the European market B21ET's 180hp. Midway through the 1984 model year, the "intercooler boost system" became standard on American 240 Turbos. Additionally a bigger clutch and a stepped flywheel were included. In 1985 a revised, "low friction" design was introduced, dubbed the B200 and B230 (depending on displacement).
The improvements were different, longer rods (152 mm c-c, 7 mm longer), pistons with a lower compression height, lower friction bearings (smaller in size) ,a crankshaft with 8 counterweights (instead of 4 on the older Bxx engines) and a heavy harmonic balancer in the crank pulley.
However, the robustness of the reciprocating assembly was decreased. The engine rods were sized down from 13 mm to 9 mm, the crankshaft design and fabrication were altered and main bearing placement was altered, together with smaller bearings. This low friction design was used throughout the remainder of the "red block" production. 1989 saw an upgrade to the crankshaft, with a relocated axial thrust bearing, bigger main bearings, and the use of thicker (stronger) rods . Also introduced in 1989 were 16 valve, twin-cam variants of the B200 and B230, dubbed the B204 and B234 respectively. The B204 was also available in turbo form in some markets (such as Italy) where large displacement motors were taxed heavily. The B204 turbo motor put out roughly 200 hp. For 1993, piston cooling, oil squirting jets were added to help alleviate piston slap problems on the turbo motors. Another modification was to go from a square toothed timing belt setup to a round toothed timing belt setup which increased the service interval from 75.000 km to 150.000 km. At the end of 1994 Volvo improved the engines again by changing to pistons with longer skirts to eliminate piston slap. These engines weren't available in the USA. All cars equipped with the updated M90 5-speed manual transmission have these better engines. The last redblocks were made in 1998, when the 940 model was discontinued. Special Versions B19 Turbo The B19ET was sold in certain markets where engines of over 2 liter displacement were heavily taxed, like Italy. The engine has the same stroke as all other redblocks, the smaller displacement is the resuslt of a smaller bore. It is a very robust engine with forged pistons (made by Kolbenschmidt). B23 Turbo The B23ET and B23FT motors were offered for two years only in the 1983 and 1984 760 Turbo. Both the B23ET and B23FT are somewhat unique in the 700 series as they are were only turbo motor offered in the 700 series with a block mounted distributor, forged pistons and a forged crankshaft. As these motors predate the low-friction B200 and B230 turbos and are equipped with forged pistons and crank, they are often considered one of the most robust Volvo turbo motors. 16 Valve The 16-valve red block motors were offered in both 2.0 liter and 2.3 liter version. The head was designed for Volvo by Cosworth. In addition to the sixteen valve head, these motors were equipped with twin counter rotating external balance shafts. The block differed from the standard B230 in that the auxialliary shaft (used to drive the oil pump and distributor on models that had block mounted distributors) was replaced with an external oil pump. The 16-valve head was, itself, a completely new design for Volvo. The head was of a multi-piece design featuring a separate cam carrier and lower section. The later "[URL=http://www.answers.com/topic/volvo-modular-engine]white bl
"Volvo Redblock Engine [/align] The Volvo B21 was a slant straight-4 engine first used in the Volvo 200 series, meant to replace the B20. The new B21 maintained Volvo's legendary reputation for designing durable motors. The B21 and all derived engines are often referred to as red block motors for the red paint applied to the block. The primary differences when compared to the B20 were the switch to a single overhead cam (SOHC) in place of the older pushrod configuration, and an aluminum crossflow cylinder head versus the iron head of the B20. History Initially the overhead camshaft versions were offered as optional equipment on the 240, becoming standard in all markets by the 1977 model year. The overhead camshaft motors were available in displacements of 2.0 (B19 and B200), 2.1 (B21), and eventually 2.3 (B23 and B230) liters. The B21 featured an 80 mm stroke, and 92 mm bore. In the US, the B21's power output ranged anywhere between 98 hp and 107 hp (73 to 80 kW), based on variations in the compression ratio and was typically supplied with a B or M camshaft.
The engines are tilted approx 15 degrees to left (exhaust side) to make room for the more complicated injection systems. B19 and B21 blocks can be identified by water plugs one side of the block. The B23 blocks have them on both sides. The camshaft is driven by a toothed belt that is driven of the front of the crankshaft. The belt turns the intermediate shaft as well, which in turn drives the oil pump, distributor (on 240 engines and BXX 700 series engines) and the fuel pump of carburetor models. In 1981 the B21FT, a B21F with a turbo, was introduced with a compression ratio of 7.5:1 mated with a Garrett T3 turbocharger and a T camshaft. Additional turbo variants, not offered in the US market, were the B19ET and the B21ET, based off of the B19E and B21E respectively. The turbocharger increased power output to 127 hp (91 kW) for the B21FT, and 180hp (134 kW) for the B21ET. Also new for the 1981 model year was the B23, with a displacement of 2.3 liters (80 mm stroke and 96 mm bore). Aside from the increased bore size, the engine is identical to the B21.
Volvo used a slightly different mold for the turbo engines to cast a boss for the turbo oil return line. Because a turbocharged engine has a higher operating temperature they used sodium filled exhaust valves and a thermostat controlled oil cooler (air/oil model). In 1983 the B23 was introduced to the American market. Also introduced in 1983, the "intercooler boost system" (IBS) was introduced for the B21FT motors. The IBS kit consisted of an intercooler, appropriate ducting, a new fan shroud, new oil cooler lines and mounting brackets, and optionally an automatic transmission shift kit. IBS raised the output of the B21FT to 162hp, still less than the European market B21ET's 180hp. Midway through the 1984 model year, the "intercooler boost system" became standard on American 240 Turbos. Additionally a bigger clutch and a stepped flywheel were included. In 1985 a revised, "low friction" design was introduced, dubbed the B200 and B230 (depending on displacement).
The improvements were different, longer rods (152 mm c-c, 7 mm longer), pistons with a lower compression height, lower friction bearings (smaller in size) ,a crankshaft with 8 counterweights (instead of 4 on the older Bxx engines) and a heavy harmonic balancer in the crank pulley.
However, the robustness of the reciprocating assembly was decreased. The engine rods were sized down from 13 mm to 9 mm, the crankshaft design and fabrication were altered and main bearing placement was altered, together with smaller bearings. This low friction design was used throughout the remainder of the "red block" production. 1989 saw an upgrade to the crankshaft, with a relocated axial thrust bearing, bigger main bearings, and the use of thicker (stronger) rods . Also introduced in 1989 were 16 valve, twin-cam variants of the B200 and B230, dubbed the B204 and B234 respectively. The B204 was also available in turbo form in some markets (such as Italy) where large displacement motors were taxed heavily. The B204 turbo motor put out roughly 200 hp. For 1993, piston cooling, oil squirting jets were added to help alleviate piston slap problems on the turbo motors. Another modification was to go from a square toothed timing belt setup to a round toothed timing belt setup which increased the service interval from 75.000 km to 150.000 km. At the end of 1994 Volvo improved the engines again by changing to pistons with longer skirts to eliminate piston slap. These engines weren't available in the USA. All cars equipped with the updated M90 5-speed manual transmission have these better engines. The last redblocks were made in 1998, when the 940 model was discontinued. Special Versions B19 Turbo The B19ET was sold in certain markets where engines of over 2 liter displacement were heavily taxed, like Italy. The engine has the same stroke as all other redblocks, the smaller displacement is the resuslt of a smaller bore. It is a very robust engine with forged pistons (made by Kolbenschmidt). B23 Turbo The B23ET and B23FT motors were offered for two years only in the 1983 and 1984 760 Turbo. Both the B23ET and B23FT are somewhat unique in the 700 series as they are were only turbo motor offered in the 700 series with a block mounted distributor, forged pistons and a forged crankshaft. As these motors predate the low-friction B200 and B230 turbos and are equipped with forged pistons and crank, they are often considered one of the most robust Volvo turbo motors. 16 Valve The 16-valve red block motors were offered in both 2.0 liter and 2.3 liter version. The head was designed for Volvo by Cosworth. In addition to the sixteen valve head, these motors were equipped with twin counter rotating external balance shafts. The block differed from the standard B230 in that the auxialliary shaft (used to drive the oil pump and distributor on models that had block mounted distributors) was replaced with an external oil pump. The 16-valve head was, itself, a completely new design for Volvo. The head was of a multi-piece design featuring a separate cam carrier and lower section. The later "[URL=http://www.answers.com/topic/volvo-modular-engine]white bl
#6
07-12-2007, 03:02 PM
RE: IMPORTANT QUESTION ABOUT TURBO VOLVO
http://www.answers.com/topic/list-of-volvo-engines
"List of Volvo engines [/align] 1Volvo Cars has a long reputation as a maker of reliable inline engines. When Volvo started in 1927 they ordered the engines from the engine manufacturer Penta in Skövde. The first engine was the four cylinder side valve 28 hp Type DA. In 1931 Volvo acquired a majority of the Penta stock and in 1935 Penta became a subsidiary of Volvo. The present owner Ford Motor Company has allowed Volvo to continue to design their own engines, with a new-generation straight-6 introduced in 2006. Naming Volvo has used three systems to name their engines: [ul][*]1955–1985 — four or five characters[*]1985–1994 — five or six characters[*]1993–1994 — six to eight characters[/ul] Generally, the following naming scheme is used: [ul][*]B for Bensin (gasoline/petrol) or D for Diesel[*]Two digits for engine displacement (moved after number of cylinders from 1993)[*]One for valves per cylinder (not found before 1985)[*]One to three characters for engine features[/ul] OHV Main article: Volvo OHV engine[/align] Volvo's first family of engines was introduced in 1935. It was an OHV straight-6. [ul][*]1935–1958 EB/EC/ED — 3.7L (3670cc) OHV — PV651/2, TR671/4, PV653/4, TR676/9, PV658/9, PV36, PV51/2, PV53/6, PV801/2, PV821/2, PV831/2 and PV60[/ul] B4B Main article: Volvo B4B engine[/align] Volvo's next major advance was the B4B line of compact straight-4 engines introduced in 1944. [ul][*]1944–1956 B4B — 1.4L (1414cc) — fitted into the Volvo PV and Volvo Duett[*]B14A — twin-carb B4B[*]1957–1960 B16A and B16B — 1.6L (1583cc) — enlarged B14A fitted into the PV, Duett and Volvo Amazon[/ul] B18 Main article: Volvo B18 engine[/align] The B18 of 1960 was the company's next major advance, with 5 main bearings. [ul][*]1961–1974 B18 — 1.8L (1778cc) — new-design 1.8L/2.0L OHV 8v fitted into all Volvo models from 1961 to 1974, but the 164, and 1975 U.S. Spec 240 models[*]1968–1977 B20 — 2.0L (1986cc) — evolution of the B18[/ul] B30 Main article: Volvo B30 engine[/align] The B30 was Volvo's second line of straight-6 engines, introduced in 1971. [ul][*]1971–1977 B30 — 3.0L (2978cc) — fitted to all 164 models, as well as the Volvo C303[/ul] V6 Main article: PRV engine[/align] Volvo introduced the PRV engine, its only V6 in 1974. The PRV was available in 2.7 and 2.8L configurations, with SOHC heads. The PRV was developed together with Renault and Peugeot, thus the name PRV. [ul][*]1975–1979 B27F — 2.7L (2664cc) SOHC — Volvo 260[/ul] ]
DOHC Main article: Volvo B21 engine[/align] The line of multi-valve DOHC engines began with the B234 for the 1989 model year. [ul][*]1989–199x B204 - 2.0L DOHC 16 valve — Volvo 740/780/940/960[*]1989–1992 B234 - 2.3L (2316cc) DOHC 16 valve — Volvo 740, Volvo 940[/ul] Modular Main article: Volvo Modular engine[/align] Volvo began a line of modular engines in 1990, with straight-4, straight-5, and straight-6 variants developed with the help of Porsche. [ul][*]1993–2002 B52 — 2.3/2.4/2.5L DOHC [ul][*]1993–2002 B5234 — 2.3L (2319cc) — Volvo 850, Volvo S60, Volvo S70, Volvo V70, Volvo C70[*]?–? B5244 — 2.4L (2435cc)[*]?–? B524 — 2.5L (2521cc)[/ul][*]2000–2002 B41 — 1.9L (1948cc) DOHC — Volvo V40/S40[*]B42 — 1.9L[*]1991–2001 B63 — 2.9L (2922cc) DOHC 24v — [ul][*]1991–1999 B6304F — 2.9L (2922cc) DOHC 24v — Volvo 960, Volvo S80, [URL=http://www.answers.com/topic/volvo-700-series-1]Volvo S90
"List of Volvo engines [/align] 1Volvo Cars has a long reputation as a maker of reliable inline engines. When Volvo started in 1927 they ordered the engines from the engine manufacturer Penta in Skövde. The first engine was the four cylinder side valve 28 hp Type DA. In 1931 Volvo acquired a majority of the Penta stock and in 1935 Penta became a subsidiary of Volvo. The present owner Ford Motor Company has allowed Volvo to continue to design their own engines, with a new-generation straight-6 introduced in 2006. Naming Volvo has used three systems to name their engines: [ul][*]1955–1985 — four or five characters[*]1985–1994 — five or six characters[*]1993–1994 — six to eight characters[/ul] Generally, the following naming scheme is used: [ul][*]B for Bensin (gasoline/petrol) or D for Diesel[*]Two digits for engine displacement (moved after number of cylinders from 1993)[*]One for valves per cylinder (not found before 1985)[*]One to three characters for engine features[/ul] OHV Main article: Volvo OHV engine[/align] Volvo's first family of engines was introduced in 1935. It was an OHV straight-6. [ul][*]1935–1958 EB/EC/ED — 3.7L (3670cc) OHV — PV651/2, TR671/4, PV653/4, TR676/9, PV658/9, PV36, PV51/2, PV53/6, PV801/2, PV821/2, PV831/2 and PV60[/ul] B4B Main article: Volvo B4B engine[/align] Volvo's next major advance was the B4B line of compact straight-4 engines introduced in 1944. [ul][*]1944–1956 B4B — 1.4L (1414cc) — fitted into the Volvo PV and Volvo Duett[*]B14A — twin-carb B4B[*]1957–1960 B16A and B16B — 1.6L (1583cc) — enlarged B14A fitted into the PV, Duett and Volvo Amazon[/ul] B18 Main article: Volvo B18 engine[/align] The B18 of 1960 was the company's next major advance, with 5 main bearings. [ul][*]1961–1974 B18 — 1.8L (1778cc) — new-design 1.8L/2.0L OHV 8v fitted into all Volvo models from 1961 to 1974, but the 164, and 1975 U.S. Spec 240 models[*]1968–1977 B20 — 2.0L (1986cc) — evolution of the B18[/ul] B30 Main article: Volvo B30 engine[/align] The B30 was Volvo's second line of straight-6 engines, introduced in 1971. [ul][*]1971–1977 B30 — 3.0L (2978cc) — fitted to all 164 models, as well as the Volvo C303[/ul] V6 Main article: PRV engine[/align] Volvo introduced the PRV engine, its only V6 in 1974. The PRV was available in 2.7 and 2.8L configurations, with SOHC heads. The PRV was developed together with Renault and Peugeot, thus the name PRV. [ul][*]1975–1979 B27F — 2.7L (2664cc) SOHC — Volvo 260[/ul] ]
DOHC Main article: Volvo B21 engine[/align] The line of multi-valve DOHC engines began with the B234 for the 1989 model year. [ul][*]1989–199x B204 - 2.0L DOHC 16 valve — Volvo 740/780/940/960[*]1989–1992 B234 - 2.3L (2316cc) DOHC 16 valve — Volvo 740, Volvo 940[/ul] Modular Main article: Volvo Modular engine[/align] Volvo began a line of modular engines in 1990, with straight-4, straight-5, and straight-6 variants developed with the help of Porsche. [ul][*]1993–2002 B52 — 2.3/2.4/2.5L DOHC [ul][*]1993–2002 B5234 — 2.3L (2319cc) — Volvo 850, Volvo S60, Volvo S70, Volvo V70, Volvo C70[*]?–? B5244 — 2.4L (2435cc)[*]?–? B524 — 2.5L (2521cc)[/ul][*]2000–2002 B41 — 1.9L (1948cc) DOHC — Volvo V40/S40[*]B42 — 1.9L[*]1991–2001 B63 — 2.9L (2922cc) DOHC 24v — [ul][*]1991–1999 B6304F — 2.9L (2922cc) DOHC 24v — Volvo 960, Volvo S80, [URL=http://www.answers.com/topic/volvo-700-series-1]Volvo S90
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