VulvaS40T4

No more copper gasket. That did not work on friends car. You have to shave 0.1mm off from cylinder head everytime you take cylinder head off so nothing special needed. This fits directly and does not require any custom modifications to block or head. These are custom made by Proengines here in finland and you can buy this kit with 300euros directly from him. http://www.proengines.fi/ info@proengines.fi

New custom headgasket for mine and my friends 913hp engine. Pyramid ring style with oem composite headgasket.

765 pressureplate needs adapter between block and gearbox to clear gearbox and also modification to slave cylinder. So it wont be bolt on job but will work. Also my friend uses newer gearbox which has also wrong spline count for 850r clutch disc. I think it was some Ford disc plate he was using.

Yes still 707 + 850r disc and flywheel.40000km and 7.9mm new and now 7.8mm disc thickness.No slip. Friend 913hp car has similar disc and 765 pressure plate.

Turbo ready. 67mm compressor and 67mm exhaust wheel and T3 20# divided housing good for 750hp.

That car is my friends Vekku's car. I only have 700hp. Crazy finns right.

Difference to my engine 149mm rods + 32mm intake valves + s476 bw turbo + 260mm degree cams (1mm) + 4.5" garrett intercooler.

913hp on my friend V40 T4. Borgwarner S476 3.3bar boost 2.3bar exhaust manifold backpressure. Stock headgasket. 1000hp goal after new custom headgasket.

Lowered 3.5" stainless steel exhaust. Now 1" more ground clearance.

No updates on my car. Goal is standing mile (1609m) event on 11.7.2015 on Kauhava Speed Weekend. My friend has old B4194T engine with opened crankcase vents on block (similar now as T2 engine) and forded internals (same is mine) and also same intake manifold. Turbo is Holset hx40super with 60mm compressor and 64mm exhaust wheel with similar turbine housing as T3 divided 18# (Schwitzer 1.01A/R). Cams are 9.7mm / 221 (1mm) degrees. With 2.6bar dyno and E85 fuel he had 630hp/650nm and after that exhaust backpressure rise to same as boost on 2.8bar boost 655hp. Very wide powerband on his engine when hi dynoed his car. This must me most powerful B4194T engine on world with hydraulic lifters top.

Volvo has clearly forgotten this little engine when upgrading those headgaskets on 5cyl and 6cyl white block engines. Still 700hp from 1.878cc engine with stock oldstyle headgasket is lots of power and i have driven about 5000km with this setup before this failure.

This is solid with layer on top and because every oil and water and cylinder hole is 0.1mm higher it will work same way as o-rings on block and give higher force. Thats why this is special and not normal copper gasket.

Yes you can buy these and price is 350US dollars + shipping.

New custom copper 1.5mm headgasket ready. On these pictures test fitted on my friends "1000hp" engine block. Will be using stock headbolts.

There is no MLS headgasket available on 4cyl whiteblocks or 6cyl whiteblocks. New headgasket will be better than MLS.

So long story short. Stock headgasket was on limit and blew on 4.gear pull with 2.8bar boost and 7000rpm. Coolant from exhaust and broke 2cyl sparkplug same time. Tested injectors and everything perfect 1760cc before service and 1780cc after service on 2bar base fuel pressure. So new custom copper headgasket next and new piston rings and also new kts 4022 compressor which has 10mm bigger exducer side which makes it more better for high pressure ratios. More pictures and info after custom headgasket is ready. So 700nm on long term was limit for volvos stock headgasket. Same limit is 800nm on 5cyl and 900nm on 6cyl whiteblocks.

On full throttle on n/a engine intake has 0 pressure and with good exhaust little bit vacuum on exhaust. :)

Yes big turbine housing and big turbine wheel and exhaust manifold pressure is much lower than intake manifold pressure. Then engine acts like natural aspirated with good volumetric efficiency. Thats one of the reasons why im still using stock T4 wastespark coils. No ignition misfires. Also E85 is great fuel.

Thanks! On this run 5500rpm 7 degree ignition timing and 7500rpm 17 degree ignition timing. Max boost 2.8bar 5300rpm and EMAP before turbo 1.8bar. Compression ratio on this engine is 8.7.

Yes with this boost and ignition timing 700hp 7750rpm and 700nm 5500rpm is pretty close. Clutch still works great and only tires slip even in this acceleration. No turbo is not yet out of breath. Will possible test 3bar boost someday but now this is nice. EGT gauge reads still 50-100c too much.

Testing with 4.gear on summer tyres. Little bit slippery even at 200km/h (125mph) speeds. '>

Summer tyres are on! Next waiting to install oil pressure sensor to civinco logs.