B5254T3 into 98 v70?

[GV70T5m]

Has anyone attempted this? I haver a '05 v50 T5 that came from a family member so I know the history, and wonder what the list of external changes would need to be to fit my 98 v70T5m.

Thanks in advance for any help!

Greg

[wizzard_al]

Well, let's see. At least one of the engine mounts is different. S40/V50 have passenger side mount to the head, S60, et al have the mount on the bottom of the block under the crank pulley. That later T5 has dual VVT, so you have to figure out how to either control those, or leave them unplugged (supposedly they revert to one basic position, but you can purchase blocking plates for the VVT valves,  but those are for the RN engines, which is the earlier generation. )

The V50 has the turbo integral with the exhaust manifold, and the turbo pipe goes under the engine, so the pan has a space carved out for the pipe to fit closely under the pan. This won't work because of the intercooler being so different, so that means using the 98 intake and exhaust manifolds and intercooler, or getting an R exhaust manifold, and perhaps the later style ME 7 intake manifold.  Then you might think you want the oil pan from your engine to use the oil cooler, but that 05 engine already has its own oil cooler, so you may want an '01 to '07 S60 oil pan (not necessary). Then, the other motor mounts may not fit. I'm not sure, but Volvo changed the mounts periodically, but I don't know if they changed the mounting holes in the block. 

Also, the engine is coil on plug (COP) and you have to either modify your ECU or convert it to distributor, which means drilling the intake cam and getting the proper parts to adapt the distributor.That takes off the intake cam VVT sensor, which you won't use anyway. Backward step in my opinion on the coils.

I am not sure I did more than skim the surface, at this point, you have a lot of changes to make it fit, so is it worth it? 

 

[TryingBe]

Will you have to pass emission?

[wizzard_al]

I didn't even want to go there!

[Commander Riker]

I ran an 07 2.4L in my 98.  So as long as this motor is the RN and not the RNC, you should be good to go.  

The front engine mount is different, and is solved by using a front mount from a 2000.  The front cam inner diameter needed to be drilled out only slightly to accept the cap and rotor assembly.  Other than that, it's a fairly bolt in affair.  The fuel lines go over the engine and don't play well with the later engine covers, so you'll have to move those around.

Left VVT unplugged, and it ran great.  Some say you should use the blanking plates, but it's just the same as leaving the solenoids there unplugged.  

Had the diode mod on the ECU to remove the secondary air system, and it never threw a code.  For the most part, a bolt in affair.

[andyb5]

This thread should help: 

The P1 has several main differences hat would be challenging to address. The motor mounts are drastically different, so you’d have to decide how you wanted to mount the engine - P80 mounts or P1 mounts.

There is no provision for mounting a belt-driven power steering pump, the P1 has an electric PS pump. So either you have to install an electric PS system on the P80, or create a place to the use the P80 PS pump with the P1 block. 

The exhaust would actually be easy, the RNC shares the same exhaust port spacing as the earlier motors so you could bolt up a P80 manifold (Japanifold/R mani) and TD04 turbo and use an off the shelf downpipe.

Unlike a typical RN swap, you can’t use the -98 intake manifold because the spacing on the ports at the head is different so you’d have to base the new intake manifold on the P1 runners.  The intake manifold is set up for an ETM with a different bolt spacing than the P80 cable TB, so you’d have to modify the manifold to accept the older TB. And that doesn’t address the fact that the throttle body outlet would be pointed the opposite direction of the P80 throttle. You’d have to create custom IC piping to route everything correctly. 

Its not impossible by any means, but there are a few problems you’d need to solve. 

[GV70T5m]

Thanks to all for all the info!

I had no idea about the intake spacing (have not read up on v50 details). That's pretty much a deal breaker for me, I had planned on modding an NA manifold or getting a 99-later NA (? do those still give the performance of the earlier manifolds? And do they bolt onto a RN or still take port matching?)

I was not worried about vvt or cop, thinking about possibly integrating them later. Have a R Mani with my 16T on it (still straight flange!), and knew that mounts and acc drive would need to be changed... oh well, starting over.

FWIW; working in the SMALLER engine bay is a PITA! Or pain in the Hands! If you have big hands like me; do not attempt!!! Lol

Thanks again!!

Greg

[Andzey]

I hope @andyb5 or @wizzard_al would know.. 

At one moment Volvo enhanced the dual vvt head, improving coolant passages. Notable difference was the long thread spark plug. Thease heads at first appeared on R but then were supplied also with LPTs. Do you remember what YM that was and are these heads p&p on RN block? 

[andyb5]

@Andzey  Unfortunately I don’t know the answer to that question, hopefully wizzard_al will know. 

 @GV70T5m The 99+ NA manifolds do feature the later port shape (to match the RN head) but they have the wrong bolt flange for the cable throttle body because they use the ETM. So it wouldn’t work on a -98 P80 without modification.

[GV70T5m]

Andyb5- Thanks, figured you might know. Kind of what I suspected. Found and early one on CL locally for a $100 with modded TB. Pick up tonight.

Also found a t5 from a 01v70 locally for 600, so could be worse...

Thanks again guys!

[wizzard_al]

That head, part number 36050243, was first seen in S60R and V70R (RN engine) cars in 2004, went through 2007. For other S60's, it started in 2005 and ran through 2007 with these engines:

B5204T5 (LPT), B5244T4, B5244T5 (HPT), B5254T2 (LPT), B5254T4 (HPT) and ran through 2008 in just the B5254T2 engines.The S80 had that head in 2005 and 2006 B5204T5, B5244T4 and B5254T2 engines.. That is from VIDA, but it was a qhick search, so it may also be on the RNC engines, but I didn't try there. 

I don't see the B5244T4 in the US but the B5204T5 in Europe was an LPT engine, and I suspect the B5244T4 was as well.

Net result, look for a B5254T2 engine, will likely be cheaper than the HPT engines and it is the identical head. Cams are different, but that is all. 

 - NUTS, this image was added and I don't know how to delete it. Ignore it, no file attached to it. 

[Andzey]

On 7/20/2018 at 7:32 AM, wizzard_al said:

That head

 

[Andzey]

A quick question: how lpt engine will live together with 19t, greens and R factory tune? 

my '00 R engine (bluetop B5244T2) got overheated and wrapped, now leaking oil between block and crank bed. 

A nearby 2.4 lpt will be swapped in. The R car is full stock, 19t, greens, stock tune. 

There is a slight difference in compression ratio between hpt and lpt due to the piston dish depth, but is this an issue in terms of risc of engine knocking? 

Its been discussed a decade ago here 

or the combination of R stock tune and 19t widdowmaker will bend lpt rods? 

[wizzard_al]

Without a tune, you are very susceptible to engine knock. the 1/2 point difference in compression means there is an entirely different ignition map for the engine. Bunch of tuners could help you. HMMM, you said R tune. but that is the problem, ignition map. And 19t turbo is supposed to be very sensitive to tuning, coming on boost very quickly, and possible bending rods at low rpm. Get the tune. 

[Andzey]

Didn't thought that R's oem factory tune is so close to the knock level. Even with 19T the stock R pumps way bellow 20psi, and stock lpt should handle that, aint?