Volvo 850 plenum chamber

[oblark]

I’ve been thinking about making a plenum chamber for the 850 for the last year or so. But I did fancy cutting up a ME7 inlet manifold as the runner are not parrallel so when at the local BKV meet I noticed that the 960 inlet manifold was made up in two half’s, a small section where the injectors are then a rubber sleeve which joined onto the main part of the manifold.

So I started combing eBay for a 960 manifold. Found a guy that was prepared to sell me the section where the injectors are. Once it arrived it was a case of cutting off cylinder number 6.

The runners where extended to 6” and 3mm plate was drilled so the runners fitted through the plate, once they where welded the end of the runners where radiused to form bell mouths. The main body of the chamber was formed out of some more 3mm aluminium and welded up. A 3” aluminium 45 degree was welded on to move the throttle body down under the air filter.


http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150629_131317.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150629_131317.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150703_155328.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150703_155328.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150705_130743.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150705_130743.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150709_185523.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150709_185523.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150716_112017.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150716_112017.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150723_162210.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150723_162210.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150723_162220.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150723_162220.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150723_162823.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150723_162823.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150723_164003.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150723_164003.jpg.html)

[Sweep]

Where are your stacks?

[oblark]

Where are your stacks?

If you mean bell mouths then the ends of the runners have had a radius machined on them.

[kmb]

Looks pretty tidy Rob - you know I'm an amateur at all this stuff, but what are the main advantages of the plenum chamber in the intake?

[martin_r_smith]

That looks awesome, given me an idea for the derv too, cheers.

[MoleT-5R]

Nice work Rob, nice to see some more of the 5 pots progression....:)

[Nealevo]

So where do I place my order for one of these?? :)

[960kg]

Looks as though you will have to use the 960 inlet manifold gasket with the end pot cut off!...`cos of where the injector hole is?

If you have to......there are two gaskets, a pink one and a green one.

The green one supercedes the pink one as it distorts and will leak causing problems.......there even may of been a recall for the 960 as this was a very common problem. Only mentioning in case someone is selling old stock!

I don`t know the advantage of a plenum as the supply air is still at one end ...ideally the air supply should be in the centre and not at the end and so spread the flow better as the cylinders nearest will grab more air!

Pic. SD1 Single Plenum with air supply in the centre.

As your injectors are at the same position then the performance may be similar...with N/A the longer the inlet putting the fuel supply (carb) further from the combustion chamber the higher top speed.

The opposite shorter inlet with fuel supply very near the chamber then more acceleration.

Apart from all my crap...Lol... i think what you are doing looks great and i hope it works for you...




.................................................. .................................................

[claymore]

^^^^^^ quite a lot of lack of knowledge on how a forced induction engine works up there, how many high performance turbo cars have you seen with the intake in the middle of the plenum?, and as far as I can see, the intake manifold gasket looks like a later vvt head one would be the correct one.

[960kg]

Full marks to you ...as always claymore for knocking others instead of adding support!

Have you never seen the underside of an ME7 manifold then.....Lol...:nutkick:

I suppose you could say not Exactly central but to me it pretty well is........

Go pick on James again as you always do......and keep to your own click.

[oblark]

http://volvospeed.com/vs_forum/topic/123483-husseins-1998-v70-xr-the-force-awakens/

Have a read of this as he has a similar plunem chamber and is producing over 400bhp.

The manifold gasket for both engines are oem gaskets.

The downside of the me7 is the small plenum chamber and poor flow from the chamber to the runners.

[stribo]

Full marks to you ...as always claymore for knocking others instead of adding support!

Have you never seen the underside of an ME7 manifold then.....Lol...:nutkick:

I suppose you could say not Exactly central but to me it pretty well is........

Go pick on James again as you always do......and keep to your own click.

Small point of order, it's clique, not click. :D

[960kg]

http://volvospeed.com/vs_forum/topic/123483-husseins-1998-v70-xr-the-force-awakens/

Have a read of this as he has a similar plunem chamber and is producing over 400bhp.

The manifold gasket for both engines are oem gaskets.

The downside of the me7 is the small plenum chamber and poor flow from the chamber to the runners.

First of all and i am not getting at you Rob or anyone BUT all i did was offer some help which seeing as i owned a `96 960 for about 6yrs i should know some shortfalls to pass on to maybe help others, but it just looks as though others are just ignorant.

I understand everything i wrote in my above post and was just suggesting gaskets as you rightly said you know about them.

That ME7 plenum is still has a central opening for the intake so what i was saying is not tosh........there are still engines giving 400bhp with that plenum, it does depend what part of the engine one wants to play with as it`s turbo.

I agree i know more about N/A tuning than turbos but there is nothing to turbos as it is all forced induction BUT the secret does lie in the fact that whatever changes to a design an N/A motor will like it is also very beneficial to the turbo motor as you have all found out with searching for every single bhp and blend the combustion chamber inlets and exhaust etc. etc.

Go and read on Turbo Forums about intake design ......the volume of the plenum is important as so is the design inside it for the flow of air being it forced or just sucked!.......even the direction the throttle plate opens.

So please all you know all`s don`t always try to give me grief ...it goes over my head at my age anyway and just makes the interesting threads look an ar$e!

I see MRP is back after all the insults he was given ...i wonder how long it will be for the next lot?

[claymore]

Full marks to you ...as always claymore for knocking others instead of adding support!

Have you never seen the underside of an ME7 manifold then.....Lol...:nutkick:

I suppose you could say not Exactly central but to me it pretty well is........

Go pick on James again as you always do......and keep to your own click.

You said "ideally the intake should be in the middle of the intake" on what do you base that assumption on?, perhaps for oem packaging that would be the most convenient place, but we are not talking about oem, we are talking about performance tuning, showing a picture of an asthmatic 190bhp 3.5 V8 engine as a good example is not exactly helping your cause

As for advice about the gasket, do you not think that someone who can make his own manifold would not also know exactly what gasket he needs,

[960kg]

You said "ideally the intake should be in the middle of the intake" on what do you base that assumption on?, perhaps for oem packaging that would be the most convenient place, but we are not talking about oem, we are talking about performance tuning, showing a picture of an asthmatic 190bhp 3.5 V8 engine as a good example is not exactly helping your cause

My best advice to you is go read about design yourself then you may swallow your word`s...Lol

You are hardly talking tuning performance as you didn`t get much from one engine so you had to put TWO in so where is the knowledge about tuning in that?

My cause does not need to be helped by you or anything......the SD1 plenum was just an example as i had one in the early `80`s.

[claymore]

My best advice to you is go read about design yourself then you may swallow your word`s...Lol

You are hardly talking tuning performance as you didn`t get much from one engine so you had to put TWO in so where is the knowledge about tuning in that?

My cause does not need to be helped by you or anything......the SD1 plenum was just an example as i had one in the early `80`s.

?????

[oblark]

Lets just clear one thing up my plenum chamber design was not drawn up on the back of a fag packet.

I got in contact with Hussein who sent me the plans for his manifold then I modified it to fit my car.

[claymore]

Note where the intake is on this turbocharged V8 engine, surely they would get more power if the intake was in the middle.

http://i170.photobucket.com/albums/u258/claymore2k/forum%20stuff/FORD%20COSWORTHXFE-2274.jpg (http://s170.photobucket.com/user/claymore2k/media/forum%20stuff/FORD%20COSWORTHXFE-2274.jpg.html)

[kmb]

Is that a Cosworth Indycar engine?

They were not shy on power :)

[Ettienne]

http://volvospeed.com/vs_forum/topic/123483-husseins-1998-v70-xr-the-force-awakens/

Have a read of this as he has a similar plunem chamber and is producing over 400bhp.

The manifold gasket for both engines are oem gaskets.

The downside of the me7 is the small plenum chamber and poor flow from the chamber to the runners.

I believe the original 850 inlets are meant to flow better than the me7 version

[t5 pete]

Looks good I will be going similar design for the 240

[MoleT-5R]

My best advice to you is go read about design yourself then you may swallow your word`s...Lol

You are hardly talking tuning performance as you didn`t get much from one engine so you had to put TWO in so where is the knowledge about tuning in that?

My cause does not need to be helped by you or anything......the SD1 plenum was just an example as i had one in the early `80`s.


shows how much you've read on Colin's project, as if I recall correctly Colin's front engine produced 430+ bhp and that was attained with a home made intake manifold similar to Robs.......also the rover manifold you mention was superseded by the twin plenum version for the performance 3.5L Vitesse model, which I my mind means the single one didn't produce the power they were looking for.

[Sperm1980]

Inlet to the plenum is not really an issue on forced induction engines, the idea being that the pressure being higher than atmospheric should not have an effect on intake pressure as it would on a N/A engine with negative intake pressure.

Saying that, the plenum should be of a size to accomodate intake fluctuations of pressure. The runners are also very important. The size and length of the runners will affect power through the range, shorter giving more top end power I believe.

[oblark]

Inlet to the plenum is not really an issue on forced induction engines, the idea being that the pressure being higher than atmospheric should not have an effect on intake pressure as it would on a N/A engine with negative intake pressure.

Saying that, the plenum should be of a size to accomodate intake fluctuations of pressure. The runners are also very important. The size and length of the runners will affect power through the range, shorter giving more top end power I believe.

The runners are 150mm long (not including the cylinder head) and are 46mm ID

The volume of the plenum chamber is just over 4500cc.

[960kg]

Despite all the knowledge here...Lol...it is strange why Hussein in the LINK has gone back to his N/A ME7 manifold ???

[claymore]

Despite all the knowledge here...Lol...it is strange why Hussein in the LINK has gone back to his N/A ME7 manifold ???

Without trawling through 220 pages of his build thread, can you link to the post where he has changed his manifold back?

[oblark]

On page 218, June this year he fitted a manifold pressure sensor to the plenum chamber.

http://volvospeed.com/vs_forum/topic/123483-husseins-1998-v70-xr-the-force-awakens/#?page=218&_suid=143776440147304335431595792915

[claymore]

On page 218, June this year he fitted a manifold pressure sensor to the plenum chamber.

http://volvospeed.com/vs_forum/topic/123483-husseins-1998-v70-xr-the-force-awakens/#?page=218&_suid=143776440147304335431595792915

yep, that's the last reference I could see to the manifold, no mention of changing back to a standard ME7 one :D :D

[960kg]

.......also the rover manifold you mention was superseded by the twin plenum version for the performance 3.5L Vitesse model, which I my mind means the single one didn't produce the power they were looking for.

The Twin Plenum as on the SD1 Vitesse was nothing to do with the Single Plenum on the ordinary SD1 3500.

As you should know the 3500 came out detuned as it was a very fast motor and it had twin SU carbs @160bhp with a gigantic airfilter box on top of the "V"...V8 together with Watts Linkage rear suspension so it did handle.

To keep up with technology of the time about 1983 the injection version came out which happened to have the Single Plenum end of story...

Then the Vitesse came out which was the performance model @190bhp and a top speed of 137mph, it was at that time the fastest production hatchback...how long for i don`t know. But this was Twin Plenum...

Not getting enough power had nothing to do with it!


.................................................. ........

I believe i read to page 71 so i will have to get back tomorrow and read the rest.........very interesting read.:saythat:

[claymore]

I don't want to derail Robs thread any more, but again, you have many facts wrong, Vitess was the first sd1 with injection, then later on they introduced the VP efi with the same engine, then at the very end of the production run, the twin plenum was introduced on the vitess for homologation reasons for racing.

[Shinsplintz 101]

Going to go back to the top of the thread to look at the nice shiny engine bits...all this talk of rovers is making me feel queasy......

[960kg]

I don't want to derail Robs thread any more, but again, you have many facts wrong, Vitess was the first sd1 with injection, then later on they introduced the VP efi with the same engine, then at the very end of the production run, the twin plenum was introduced on the vitess for homologation reasons for racing.

I don`t really like it when you knock members posts all the time just to make your self look above others!

Apart from your spelling...if you go back to the "Wiki" page where you read your information from ,if you look a few paragraphs before that you will find that you are the one with factual errors.....everything i said was correct but of course you yourself are only talking European Rover , i am talking complete SD1 model!....hence the single plenum model.

Quote
American emissions regulations necessitated other differences including replacement of the carburettors with Lucas' L-Jetronic fuel injection system and the fitting of dual catalytic converters, a modified exhaust manifold and de-smogging equipment. The engine's compression ratio was modified to 8.13:1. Publicity material claimed it was capable of reaching 148 hp (SAE) at 5100 rpm[12] but the car as sold actually peaked at 133 hp (at 5000 rpm).[13][14] A desmogged carburetted engine had already been on sale in Australia since August 1978, with 102 kW (137 hp). Australia received a version of the fuel injected federalized engine with 106 kW (142 hp) beginning with the 1981 model year.[15]

I am sorry about any queasiness....Lol... but facts are facts and have to be brought up!

[oblark]

Can a moderator please remove the posts that are not keeping with the thread about my plenum chamber.

Thankyou.

[Harvey]

Note where the intake is on this turbocharged V8 engine, surely they would get more power if the intake was in the middle.

http://i170.photobucket.com/albums/u258/claymore2k/forum%20stuff/FORD%20COSWORTHXFE-2274.jpg (http://s170.photobucket.com/user/claymore2k/media/forum%20stuff/FORD%20COSWORTHXFE-2274.jpg.html)

Shame ford didn't fit this in the P2 cars :)

[Sperm1980]

The runners are 150mm long (not including the cylinder head) and are 46mm ID

The volume of the plenum chamber is just over 4500cc.

Hi,

That plenum is great, a plenum needs to be as big as, or more than engine capacity to be efficient!

As for the runners, I cant really help. Modifying engines is trial and error and I doff my cap to you guys that are prepared to do what you do!

I have seen variable geometry turbo's and constantly variable inlet tracts making a big difference in engine builds for power gains through the range.

Hopefully you have the right combination for what you want to achieve. either way, a nice bit of engineering, and will keep an eye on this with interest.

Cheers

Paul

[smithy]

I have something similar for my 940

[stribo]

Looks very nice Carl, but will it ever get used? :P

[smithy]

Another one of inside plenum

[smithy]

Looks very nice Carl, but will it ever get used? :P

Yes but on hold at mo .personnel circumstances but I am working on the car bit by bit .its in my garage nice and dry and safe lol .im afraid it will have to be next year that things will look 100 percent better matey

[oblark]

Did a test fit of the manifold today and after a little fetling it fits.

http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150725_133025.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150725_133025.jpg.html)

also fitted the ICV bracket plus pipework and also worked out where the TB plate needs to be welded on.

http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150725_160057.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150725_160057.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150725_160222.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150725_160222.jpg.html)

[claymore]

Nice to see someone else using the wheely bin work bench

[stribo]

A moderator? What's one of them?

[MoleT-5R]

Since seeing Rob's and Colin's custom designed intake/plenum manifolds and Smithy's 940 manifold, it got me wondering if there is any real performance gain in designing a tapering manifold similar to the 940 one of Smithy's, As in my mind this would possibly aid air-flow as demand decreases to the back of the manifold and keeps airflow stable in one direction, unlike centre entrance plenums where air as to move in more than one direction.

[t5 pete]

Since seeing Rob's and Colin's custom designed intake/plenum manifolds and Smithy's 940 manifold, it got me wondering if there is any real performance gain in designing a tapering manifold similar to the 940 one of Smithy's, As in my mind this would possibly aid air-flow as demand decreases to the back of the manifold and keeps airflow stable in one direction, unlike centre entrance plenums where air as to move in more than one direction.

Here's what I'm starting with
http://www.ebay.co.uk/itm/Universal-turbo-plenum-chamber-cover-/351065338038?pt=LH_DefaultDomain_3&hash=item51bd1ff0b6

[oblark]

Nice to see someone else using the wheely bin work bench

The light is better for taking photos outside on the wheelie bins than in the man cave.

[960kg]

I think it is good to have varying discussion so why remove posts as they are still to do with Plenums on performance motors as this is what this forum is about!

There are not many that have been there with actual tuning methods and my apprenticeship was at Brands in the `60`s, as i have said before whatever is useful to an N/A engine also useful for the turbo as it is all about airflow....whether boosted or not.

The plenum has to be tapered at the furthest end so to equalise more or give the last cylinder in line a chance of the same air pressure as the forced or ambient air is pushed up the plenum it will still compress at the narrow end more that at the larger end and so will cover the space quicker to the last cylinder to balance out the amount to each cylinder.

You can see the bolt up line on that Cosworth engine Plenum as that too is tapered inside but is rectangular outside. The inside technology is the important thing.

We used to call them inlet trumpets but the but the later term seems to be "runners" which the ends of (bellmouth) inside the plenum should still be tuned because of the vortices around them.......the longer they are the higher top speed because when the air enters the runner the air waves accelerate faster down a longer tube and the higher the speed of the air will be when entering the combustible space thus packing more charge for a higher top speed.

With shorter runners the opposite is the effect as the charge will then be slower down the tubes but as the boost is nearer the combustion chamber the motor will accelerate quicker as it gets it`s charge quicker.

One thing on the turbo motor will be where to put exactly the boost vacuum pipe for best performance as even though the boost supplied may be 15psi but in the plenum it will vary because of it`s shape and delivery?

Of course this is not the all and be all as the cam timing amongst others effects things also but then as you know this is why some other motors are faster as they have done there homework!

Just trying to help and not hinder...Lol

[smithy]

I think it is good to have varying discussion so why remove posts as they are still to do with Plenums on performance motors as this is what this forum is about!

There are not many that have been there with actual tuning methods and my apprenticeship was at Brands in the `60`s, as i have said before whatever is useful to an N/A engine also useful for the turbo as it is all about airflow....whether boosted or not.

The plenum has to be tapered at the furthest end so to equalise more or give the last cylinder in line a chance of the same air pressure as the forced or ambient air is pushed up the plenum it will still compress at the narrow end more that at the larger end and so will cover the space quicker to the last cylinder to balance out the amount to each cylinder.

You can see the bolt up line on that Cosworth engine Plenum as that too is tapered inside but is rectangular outside. The inside technology is the important thing.

We used to call them inlet trumpets but the but the later term seems to be "runners" which the ends of (bellmouth) inside the plenum should still be tuned because of the vortices around them.......the longer they are the higher top speed because when the air enters the runner the air waves accelerate faster down a longer tube and the higher the speed of the air will be when entering the combustible space thus packing more charge for a higher top speed.

With shorter runners the opposite is the effect as the charge will then be slower down the tubes but as the boost is nearer the combustion chamber the motor will accelerate quicker as it gets it`s charge quicker.

One thing on the turbo motor will be where to put exactly the boost vacuum pipe for best performance as even though the boost supplied may be 15psi but in the plenum it will vary because of it`s shape and delivery?

Of course this is not the all and be all as the cam timing amongst others effects things also but then as you know this is why some other motors are faster as they have done there homework!

Just trying to help and not hinder...Lol
My manifold for the 940 started life on a cossie .i just redesigned a few things but as you say the tapered plenum is from a cosworth .

[oblark]

Picked up the manifold from the fabricators today after I had a bit more welding done.

I'm going to go down a different route with throttle linkage. Instead of usual cable wheel and push rod I'm mounting a custom made cable wheel straight on to the throttle butterfly shaft. The only thing left to do is to make a throttle cable bracket and sort out the ICV pipework.

http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150731_163749.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150731_163749.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150731_163730.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150731_163730.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150731_163707.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150731_163707.jpg.html)

[oblark]

Did another test fit today, this time to sort out the throttle body to intercooler pipework and make a bracket for the throttle cable.

Just need to drop it off at the fabricators next week to have the bracket and ICV pipework welded on then it can be fitted for good :)

http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150801_131745.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150801_131745.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150801_131754.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150801_131754.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150801_135415.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150801_135415.jpg.html)

[kmb]

Looking good Rob - what's the idea behind the rerouted throttle cable wheel?

[oblark]

Well the manifold is finished (well as far as welding goes) just need to clean the weld oxidation off and then polish it.

http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150803_163249.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150803_163249.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150803_163305.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150803_163305.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150803_163343.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150803_163343.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150803_163411.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150803_163411.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150803_163452.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150803_163452.jpg.html)

And sorted out the butterfly stop.

http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150803_184436.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150803_184436.jpg.html)

[MoleT-5R]

nice work as always with your project Rob, will be interesting to see what it produces on the rolling road....??? :)

[Ettienne]

Looks very nice, if you'd like to test fit it on my 855r I have no objections.

I have been thinking about making an air box for mine

[Buddy-T5]

2939429395293962939729398
This is mine manifold. It's doesn't have such big plenum as yours. I can't say if it gained any perfomance because it was installed with many other modifications. But I like the way my car drives.

[Ettienne]

Good stuff buddyt5

[oblark]

Started fitting the manifold tonight, will need to finish it off tomorrow as rain stopped play.

http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150805_172407.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150805_172407.jpg.html)
http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150805_172412.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150805_172412.jpg.html)

[Buddy-T5]

Before testing, check if it welded well. Mine has cracked several times. Than it was twice rewelded.

[Buddy-T5]

29400

[oblark]

I got the throttle cable fixed to the throttle wheel.

http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150806_164236.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150806_164236.jpg.html)


And went for a start up ..........................

I haven't connected the dump valve as I've been let down by Mr silicone on some 3mm silicone hose, so with one hose tail open to atmosphere it started and it ran but hunted from 500 rpm t0 800 rpm. I don't think the 3mm hose tail open to atmosphere is causing the hunting.

When I try to rev it, it dies but if I start with some throttle it runs and sounds awersome :) I'm using a secondhand ICV that I don't know its history so that could be the fault, also I think the butterfly mite need adjusting.

Also the battery has been disconnected all week so it could be a case that the ECU has to "learn" again.
A few jobs for the weekend :)

[oblark]

Well it's not the ICV and I've fitted the one that came off of the car, It's not the butterfly that needs adjusting.

It's the alternator...........

The manifold is hard against the alternator and not sealing against the head on cylinders number 1 & 2

Note to self when mocking up a manifold fit all the things that could effect the fitment. With the aid of the angle grinder the manifold now fits but needs a trip to the fabricators to have a small hole welded up.

http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150807_173647.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150807_173647.jpg.html)

[oblark]

Picked the manifold up from the machine shop yesterday, they had to machine 1.5mm off of the face to true it. When it was fitted i noticed the throttle pedal was very light so I've fitted a tension spring to the cable wheel hopefully it will give a bit more resistance to the throttle pedal.

http://i1067.photobucket.com/albums/u433/oblark/volvo%20850%20t5/850%20plenum%20chamber/20150821_182809.jpg (http://s1067.photobucket.com/user/oblark/media/volvo%20850%20t5/850%20plenum%20chamber/20150821_182809.jpg.html)

The plan is to refit it tommorrow but that depends if another little upgrade arrives in the post.

[kmb]

Hope it cures the earlier problem, looks a nice piece of work.

[jdavis]

Great quality work!