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  1. #41
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    Nice to see someone else using the wheely bin work bench
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    Facebook^^^^^^^^^^^^^^^^ Old T-5 Kompressor Thread^^^^^^^^^^^^^^^ New TT-10 Kompressor Thread

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  3. #42
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    Still more fettling needed,
    will it never end?
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    A moderator? What's one of them?

  4. #43
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    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.

    Current Volvo's 1995 854 Gul T-5R 1996 855 Olive T-5R 1997 855 Olive AWD 1999 V70R AWD and 2005 XC90 D5 AWD
    Previous Volvo's 1987 745 gle 1989 745 GL 1995 855 Olive GLE 2001 V70 p2
    My Ebay Items http://www.ebay.co.uk/usr/quik.connection

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  6. #44
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    Quote Originally Posted by MoleT-5R View Post
    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-...item51bd1ff0b6

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  8. #45
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    Quote Originally Posted by claymore View Post
    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.

    1996 850 T5 AWD - Self tuned M4.4 ECU with COP`s, B5254T ( S60R internals in a 850 block ) ostrich 2.0 , VXR injectors @ 3.8 bar, K24 turbo with a 6+6 compressor wheel, 3.25" MAF, top mounted Dump Valve, RN Exhaust manifold, 3" downpipe with 200 cell cat, 2.75" Stainless exhaust, Brembo calipers, S60R brake discs, stainless RIP kit, 3" Throttle body,

  9. #46
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    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
    Last edited by 960kg; Sunday 26th July 2015 at 11:00.


    Mercedes C320CDI Sport Estate 3 litre V6 7 Gear Auto
    Remap 290bhp 628Nm torque @ 1600revs 45.1mpg

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  11. #47
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    Quote Originally Posted by 960kg View Post
    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 .

  12. #48
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    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.




    1996 850 T5 AWD - Self tuned M4.4 ECU with COP`s, B5254T ( S60R internals in a 850 block ) ostrich 2.0 , VXR injectors @ 3.8 bar, K24 turbo with a 6+6 compressor wheel, 3.25" MAF, top mounted Dump Valve, RN Exhaust manifold, 3" downpipe with 200 cell cat, 2.75" Stainless exhaust, Brembo calipers, S60R brake discs, stainless RIP kit, 3" Throttle body,

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  14. #49
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    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




    1996 850 T5 AWD - Self tuned M4.4 ECU with COP`s, B5254T ( S60R internals in a 850 block ) ostrich 2.0 , VXR injectors @ 3.8 bar, K24 turbo with a 6+6 compressor wheel, 3.25" MAF, top mounted Dump Valve, RN Exhaust manifold, 3" downpipe with 200 cell cat, 2.75" Stainless exhaust, Brembo calipers, S60R brake discs, stainless RIP kit, 3" Throttle body,

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  16. #50
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    Looking good Rob - what's the idea behind the rerouted throttle cable wheel?

  17. #51
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    Well the manifold is finished (well as far as welding goes) just need to clean the weld oxidation off and then polish it.







    And sorted out the butterfly stop.


    1996 850 T5 AWD - Self tuned M4.4 ECU with COP`s, B5254T ( S60R internals in a 850 block ) ostrich 2.0 , VXR injectors @ 3.8 bar, K24 turbo with a 6+6 compressor wheel, 3.25" MAF, top mounted Dump Valve, RN Exhaust manifold, 3" downpipe with 200 cell cat, 2.75" Stainless exhaust, Brembo calipers, S60R brake discs, stainless RIP kit, 3" Throttle body,

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  19. #52
    Gearbox Killer
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    nice work as always with your project Rob, will be interesting to see what it produces on the rolling road....???

    Current Volvo's 1995 854 Gul T-5R 1996 855 Olive T-5R 1997 855 Olive AWD 1999 V70R AWD and 2005 XC90 D5 AWD
    Previous Volvo's 1987 745 gle 1989 745 GL 1995 855 Olive GLE 2001 V70 p2
    My Ebay Items http://www.ebay.co.uk/usr/quik.connection

  20. #53
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    855r 6sp lives
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    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

  21. #54
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    Name:  image.jpg
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    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.

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  23. #55
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    Good stuff buddyt5

  24. #56
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    Started fitting the manifold tonight, will need to finish it off tomorrow as rain stopped play.



    1996 850 T5 AWD - Self tuned M4.4 ECU with COP`s, B5254T ( S60R internals in a 850 block ) ostrich 2.0 , VXR injectors @ 3.8 bar, K24 turbo with a 6+6 compressor wheel, 3.25" MAF, top mounted Dump Valve, RN Exhaust manifold, 3" downpipe with 200 cell cat, 2.75" Stainless exhaust, Brembo calipers, S60R brake discs, stainless RIP kit, 3" Throttle body,

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  26. #57
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    Before testing, check if it welded well. Mine has cracked several times. Than it was twice rewelded.
    Attached Images Attached Images  

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  28. #59
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    I got the throttle cable fixed to the throttle wheel.




    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

    1996 850 T5 AWD - Self tuned M4.4 ECU with COP`s, B5254T ( S60R internals in a 850 block ) ostrich 2.0 , VXR injectors @ 3.8 bar, K24 turbo with a 6+6 compressor wheel, 3.25" MAF, top mounted Dump Valve, RN Exhaust manifold, 3" downpipe with 200 cell cat, 2.75" Stainless exhaust, Brembo calipers, S60R brake discs, stainless RIP kit, 3" Throttle body,

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  30. #60
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    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.


    1996 850 T5 AWD - Self tuned M4.4 ECU with COP`s, B5254T ( S60R internals in a 850 block ) ostrich 2.0 , VXR injectors @ 3.8 bar, K24 turbo with a 6+6 compressor wheel, 3.25" MAF, top mounted Dump Valve, RN Exhaust manifold, 3" downpipe with 200 cell cat, 2.75" Stainless exhaust, Brembo calipers, S60R brake discs, stainless RIP kit, 3" Throttle body,

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