lookforjoe

28" core, 8" tall 3.5" depth, 2.75" I/O

On March 24, 2016 at 3:17 PM, apeacock said:

New factoid. Both the first and second service kit I got (31256246) Seem to no longer some with the little bottle of lube. The second kit was fully sealed and it would make me think that the kit no longer comes with it. Reflecting further even the diagram above doesn't show the tube near the service kit where as some older ones do. 

1161748 I think is the spline lube

Should be just the two seals on the PS - the small one goes inside the diff, the large one goes around the collar, and the o-ring goes in before the collar also. Do the seals before the collar, of course.

The 3rd seal must be the DS axle seal - that's what the 6843481 is for

Fill the trans from the top detent plug in the gate assy once the trans is installed, axles in. Should be 2 quarts. The side fill plug is not accessible with the trans in the car & the side mount installed, in case we didn't already discuss this...

Never, ever went anywhere near reverse going 5th-6th on hard shifts (that's over 130+) with no rev limit, shifts around 7500 :)

Nice work!

This reminds me, I have my sunroof panel that I refinished & resealed. I'll have to bring it to Carlisle. :)

Bay looks very tidy! :)

Wired the exhaust cut out to the cargo area lamp & ground using the factory ground point on the DS rear panel

extended the cutout exhaust flange to push the flow down below the fender liner & rear skirt

44 minutes ago, VulvaS40T4 said:

Yes you should always return oil above oil level. Under oil level does work only in stock cars not modified. Also block valve cover holes and make two catch can system to reduce blow by speed inside catch cans that is the key to make everythink work nice on long pulls. :)

Interesting that you found it better to not have cam vents. On mine, I had the cam vents enter a baffled can & drain back to the block becuase of the amount of oil vapor leaving the head at high rpms.  I wonder that could have contributed to the piston failure (insufficient volume staying in crankcase?), although I never had any indication of oil pressure drop in logging, and the pistons had no signs of overheating were they cracked on the exhaust side skirting...

All your vent ports are 3/4" or larger, I assume?

NICE WORK!

Curious how going to a smaller oil squirter impacts the CC pressure?

Your 2 -stage breather box is straight VTA under the motor, or did you add a connection back to the intake tract? Did you add a MAP sensor to monitor CC pressure at the box?

Any more pics of the exhaust manifold design? Looks pretty cool - it has a mini- collector that feeds the WG? 

What size exhaust do you run to the back, is it larger than 3" for these goals? Do you use straight through mufflers since is it DD? or does it need to be quieter for you noise ordinance laws? Do you have to run a Cat?

Are you using a transmission type oil cooler for the fuel cooling? Where do you locate it?

Sorry to hear of the trials with the eBrake.

Try a 5mm spacer, that is thin enough not to mess with the required lug thread depth.

Installed the IC today, temps were moderate enough to deal. Elevate IC hoses stretch OK over the 2.75" IC ports. 

M6 bolts through the lower mount points used to locate the stock IC

One screw through the DS upper mounting point. PS doesn't align.

Lower guide is snug against IC

1 hour ago, apeacock said:

Thank you I'll source those today. I also definitely have some spare molex male & female ends that can be used for this purpose. 

They won't work if your reverse switch is the one you show above (!) The early version switches have the exposed male molex pins, like P80 washer pumps, level sensors, coolant temp sensor, etc.

1 hour ago, Commander Riker said:

I used two butt connectors on the reverse wires... as it is a two post connector.  Crimped the wire side... just pushed the other side one.  Done.

Early rev switch had cylindrical pole connections (Molex) later ones do not.

1 hour ago, apeacock said:

Thank you!  

Hopefully making that last parts order tomorrow. 

Asking this question too. The collar for the angle gear is the same for both cars but the seals should be those for the s40 to match the m66? So a p1 rebuild kit is the proper way to do it. 

31256008 collar

M66 seals are the all same (all FWD = same, all AWD = same), just a question of FWD or AWD versions

9143911 outer seal (around collar)

9143885 inner seal (for DS passing into diff)

6843481 left side seal

Not the same as any P80 connector.

I'll see if I can find the PN for you.

8690674

31338236 IC arrived this morning. It is in fact brand new, so I'm happy with the price :)

Side by side with stock C30 IC

Fin density comparison

C30 stock

31338236

Newer fin design has finer fluting to help dissipate airflow through IC

I/O size difference:

stock 52mm bore

newer 31338236 58mm bore

2.5" Sliicone will stretch over. Think I'll look for 2.75" - 2.5" step couplers though

depth 3.375"

height 6"

End tank - new design includes internal diverter to channel air into core :)

drill 9/16" & tap w/ 3/8" npt

fit cut down brass 3/8" NPT bung. cross hatch into IC tank to provide additional bite for epoxy. 3/8" bung has perfect ID for MAP o ring seal (20mm)

use MAP retainer grid cut from old IC

JB weld threads of bung & grid to IC tank. 

will be positioned thus

Have to evaluate mount points to frame. Will do that when I'm no longer sick with wahtever flu crap I have now & can work outside.

Thanks, Erik!

On 2/21/2016 at 2:28 PM, fyrken said:

Nice car! We have one working great on a 500 hp S40 T5 AWD.
Also the intercooler from V40 is quite good and should be a very simple install 

Erik

Hi Erik

Do you have links to the S40 using that IC? A bunch of the guys on C30crew don't believe it. I would like to be able to substantiate the claim, so any more info on that car/build would be much appreciated :)

Think about it. Any play there means the TCV cycling to modulate boost is inaccurate due to that slop. While you're consideirng other options, just grab a barrel end off any other Volvo TD04 turbo....

On 2/21/2016 at 5:59 PM, fyrken said:

Correct above!
Same design in petrol and diesel variants. Good for you to know that they can take well above 2 bar of boost for 300'000 km. (the new D5 puts out 350 kPa boost (absolute values) with Polestar software - great engine!)

So, if you could get one of those you are fine! Some small modifications I think, but alot less money than aftermarket.

Another C30 forum member found this:  

13273910 (replaced by 31338475) 1319423, 30741669

8 hours ago, Johann said:

OK - that one ;) 

Found some online pics of the 31338236 that confirm it is the 3" core - 

and then I found a new US listing for one today :)

$200 - and it's new condition 

I'll modify the mounts and fit a flange for the MAP on the outlet side. 

51 minutes ago, Johann said:

Your Do88 pics don't show.. 

The C30 didn't run. The engine is in with the turbo and manifold but I don't like the setup. The EWG runs very close to the coolant/heater hoses. 

The other bottleneck was rebuilding a CANbus car with a 1.6 base CEM to 5 cylinder. Couldn't make up my mind. Also bought the RS500 at the time which was basically a similar car. 

Tired of working on cars, to many cars, relocating the workshop, sudden impulsive projects like the T-5R, SD11, SD-ERC etc. etc. 

The way I'm looking at it now I want to finish the CY SD-ERC car and start with the SD10, 242, again. The C30 isn't on the list for the time being. 

Busy fella :) Not sure which one is the CY SD-ERC? Was that the truck or the 850 tow vehicle ?

I referred a couple C30 owners with ideas of powerplant changes to your TB thread ;) - I don't think they understand the complexity.

Fixed the images.

Nice!

Did you let DO88 know about the shipping damage? They obviously need to revise their packing since this is a recurring  issue

4 hours ago, fyrken said:

So, I was a bit wrong.
There are a new type which is 80 mm thick but that is not avilable for the Y55 platform. It does not have provision for MAP sensor and such so special adapters are needed. I would skip this for you goals.
 

The one from the newer T5-models, V40, is the one to have. 67% bigger than your T5 unit. Almost 1/3 the pressure drop for the same air flow. Also cooling performance is increased due to the very nice cores OEM uses nowdays. The aftermarket will struggle in the future since they have problems getting good cores for decent money.
http://www.volvopartswebstore.com/products/Charge-air-cooler/9951627/31338473.html

Elevate is 18% larger in core volume in a bar and plate design (generally more heavy/less effective compared to modern tube and fin).

Regarding direct fit I cant promise anything. Would you like me to check some more?

Thanks so much for your research!

I can cut & fit a port for the MAP, if the first one is better suited overall (31338236?).

Otherwise, your suggestion is just to get the 31338473 which has the correct MAP port as it is? This one is less than 80mm depth I presume? The 236 is actually cheaper than the 473 ;)

The Elevate I have, looks to be tube/fin in actual fact - this is DO88's comparison pic (edit, took screenshots)

21 hours ago, Johann said:

This was May 2014,

Wheels were sold with the S60R. Car is in storage. 

So, it will be resurrected at some point I imagine? Did it run with the T5/ATP setup you had shown?

Shoiuld not be any play in WGA barrel end that drops over the WG pin. Get another from any other Volvo unit. Easy enough.

Use dropbox to save all you tune related files - that way it makes no difference what happens to your laptop. I had to do this as I was constantly switching between laptops. 

6 hours ago, Johann said:

Be aware that Volvo is now starting to phase out the T6 and T5 AWD's in favour of the 4 Cylinders also in the US. MY2016 should mostly be VEA( or Drive-E) by now.

Was reading your old C30 thread on TB (been bedridden since early yesterday with this cold/flu) - what is the current staus of this? In a holding pattern or did you sell it on?