New products worked on over the past two years are first listed immediately below and then explained at greater length.
Ready now or early in 2007:
- The Dual Mikuni Carb Kit: These carbs were designed as replacements for SU carbs and fit right on the SU manifold. They have the flexibility to provide both improved power and greater fuel economy, and can take the place of Weber sidedraft carbs in performance applications and Weber downdrafts in economy applications. These kits are now one of our biggest sellers and are improved for 2007. Check out the details below.
- New configurations of the Supercharger System include: The carbed version redesigned for a 50% increase in highway fuel economy with our new Mikuni carb setup; fuel injected versions, available with throttle body and linkage, designed for use with programable fuel injection systems; a modified belt drive system that allows either the carbed or FI versions to be used with air conditioning.
- 2.5 liter B20 Street Engines: Over 200 HP with sidedraft carbs or fuel injection. With supercharging up to 300 HP. Race and Rally versions also available.
- 2.3 liter B20 Street Engines - a stroker engine based on the stock crank, designed to economically provide power (175 - 180 HP) in a range in between our 2 liter and 2.5 liter engines.
- Do-it-yourself component kits for the 2.5 and 2.3 liter stroker engines consisting of crank, rods, pistons and bearings.
- New B20 cams: A dedicated supercharger cam and a cam we call the "Targa," designed for street/race events like the Targa Newfoundland and for use in our large displacement motors.
- A new 4-2-1 header of our own design, made right here in northern New York where we can keep a close control on quality and get them made the way we want them.
- Performance exhaust system kits in 2.5 inch and smaller tube sizes, in stainless steel tubing, with or without mufflers, with mandrel bent tubing, available for many models complete or as components.
- T5 competition transmissions, for street and race, specially built for demanding applications, with higher than stock torque ratings and custom gear ratio combinations, for those who want the best and know it.
- New transmission swaps using the Ford T9 trans for cars with smaller transmission tunnels.
- A new line of performance clutches for all rear drive Volvos, featuring for 2007 a dual disc street clutch for high power applications.
- Bilstein shocks, custom revalved to improve their performance.
- New race and street shock options to come later in 2007.
- Street Performance B20 Engine Tuning Kits: 150-160 HP when used with stock SU carbs, 160-170 with Weber sidedrafts, Mikuni carbs, or fuel injection,
- Upgrades to the supercharger system,
- Knock sensing ignitions,
- Suspension springs for the 140 and 164 models,
- Polyurethane suspension bushings for all RWD models,
- Sway bars,
- Aluminum crank pulleys,
- 240 and 740 headers,
- Adapter plates for BW T5 transmission swaps,
- High performance clutches & aluminum flywheels for most RWD Volvos,
- Universal water to air intercooler system featuring the ultra-efficient Laminova intercooler tubes.
The Mikuni HSR 45, Flat Slide, SU Replacement Carburetor
The Mikuni HSR 45 is an advanced carb, originally designed to replace SU carbs on motorcycles, that we have adapted both as an SU replacement on normally aspirated engines and, in modified form, for use in our supercharger system. It has the flexibility to provide both improved power and fuel economy. Our Mikuni carb kit is designed to be an easy to bolt-on replacement for SU carbs, right on the stock SU manifold. The kit includes two carbs, two carb to manifold adapters, a throttle shaft, linkage to adapt to the SU linkage, and two K & N air filters. Improved for 2007 with a smaller needle and seat to eliminate the need in most applications for a fuel pressure regulator. Check the price list for further updates.
These carbs are reliable and easy to tune and maintain. Parts are less expensive and fewer in number than in most automotive style carburetors. Compared to SU carbs, they are easier to tune because specific jets meter fuel for various throttle openings. Compared to a sidedraft weber, tuning is much simpler, cheaper and more direct since there are no emulsion tubes, replaceable venturies or the need to guess as to what the result of a change will be. It is hard to describe how much of a pleasure tuning these carbs can be, as compared to SUs or Webers. You really have to experience it to fully comprehend the difference.
For additional details on these carbs, a complete tuning and parts manual is available online from Mikuni. Go to www.mikuni.com/fs-manuals.html and click on "HSR tuning manual."
The Next Generation of the Supercharger System
It has now been 7 years since our first supercharger system hit the road. Followed by the intercooled version a year later, it revolutionized the concept of the power that could be obtained from a B18/B20 pushrod motor and the kind of performance that you could enjoy in a vintage Volvo. Since then, changes have been more evolutionary in nature.
Development of the system continues and now allows us to produce more power per pound of boost with improved fuel economy. Improvements in cam, head and exhaust design have been essential to this process. One result has been a cam designed specifically for use with the SC system. For 200 HP or more, one of our Street Performance Heads is a necessary element. Customers using other ported heads have not been able to achieve the same power.
In the beginning, producing power was almost the only consideration. But having met our original performance goals, the goals for the system have broadened, with improvements in long term reliability and fuel mileage becoming more important than power increases.
To implement these improvements, changes to the system include CNC machined aluminum crank pulleys, a spring loaded belt tensioner system for the drive belt, new anodized aluminum idler pulleys of our own design, and an intercooler radiator 40% larger than the original. But the most significant change to date is in the carburetor. We now use a modified version of the same HSR 45 Mikuni described above as an "SU replacement,"
and use it to get an increase of more than 50% in cruising fuel mileage. With this carb you no longer have to sacrifice fuel mileage when you opt for supercharger performance - cruising at 25 mpg is routine.
With normally aspirated B20s available with power in the 150 - 200 HP range, our basic recommendation is to reserve supercharging for those customers who want at least 180 HP. We also recommend that all supercharged cars have suspension upgrades and other modifications that are necessary to safely accommodate power levels that will completely transform your car's performance.
For those who want to use fuel injection, and it is recommended for anyone with a car that currently has FI, we offer a "fuel injection ready" version of the supercharger system. No, it does not include a fuel injection control system. And, no, you can't use it with D-Jet. But you can use it with your stock injectors, fuel rail, fuel pump, fuel lines and fuel pressure regulator. Since we now offer the fuel injected version with an adapter plate, Mustang throttle body with TPS, and throttle linkage, you can now install Megasquirt or Simple Digital Systems, etc, instead of the D-Jet ECU, sensors and wiring, and you are ready to go with a fuel injected supercharger system. See Steve Berry's website www.1800philes.com and an article he wrote that appeared in the Nov. 2006 issue of Grassroots Motorsports magazine for details on using Megasquirt with our supercharger system. Steve also has an S60R, and says his supercharged 1800, even at midrange boost settings, is faster.
And for those of you who insist on ruining the traditional sports car experience of being either too hot or too cold by insisting on air conditioning, for 2006 we will have a kit that will allow the supercharger system to be used with AC.
Our original power goal with an otherwise perfectly stock engine was 150 HP. The next goal, with a modified head and exhaust system, was 200 HP at 8 lbs. boost, then 250 HP at 15 lbs. All were achieved. Then the priorities became refinement, reliability, and fuel mileage. Now, having met our goals in those areas we can turn back to power. So for 2007 our power goal will be double the original: 300 HP from a 2 liter street engine, 3 times stock HP, while still getting 25 - 30 miles per gallon. Check back for details.
The dyno chart below shows the power progression from stock engine to the most popular configuration - 10 lbs. of boost producing 216 HP at the flywheel and 221 ft. lbs. of torque.
The 2.5 Liter B20
Our most significant new product for 2005 was the 2.5 liter B20 engine with a 92mm bore and 92 mm stroke. To do this right we use a steel billet stroker crank, billet rods, and forged pistons, to produce a fabulous street engine with over 200 HP using sidedraft carbs or aftermarket fuel injection. Add supercharging and get up to 300 HP. Race and Rally versions available with over 250 HP, or a 2.3 liter B18 based stroker with 240 HP. Order six months in advance to allow time for the custom crank to be produced.
In 2005 we introduced the 2.5 liter B20 based on a custom made steel billet stroker crank. This makes a great engine, but at a premium price. For 2006 we introduced our 2.3 stroker engine, using an offset ground stock forged crank with custom forged rods and pistons. This engine fills the gap both in displacement, power and price between our 2 liter street performance engines and the monster 2.5 liter. As with all of our engines, "we did it right." Rather than pluck parts from other engines as others have done to make a "stroker," the rods and pistons are custom made to our specifications to be a perfect match for the modified crank. This engine has already become very popular.
Stroker Crank Kits
For those who want to build their own engines, we also offer both the 2.5 and 2.3 in kit form. We supply the crank, rod bearings, rods and pistons and you or your engine builder do the rest. See the price list for details.
Cams - The Targa Cam
Some companies are still selling the same cams they were selling 30 years ago. That way they are cheap to produce and can be sold at a low price. But you don't get anything different or better than you could have gotten 30 years ago. Instead, we develop and test new cams almost every year to meet current needs and offer the best available based on modern design criteria. Last year, the new street cam was a dedicated cam for the supercharger system. This year its a cam called the Targa, developed for use in events like the Targa Newfoundland where an engine must meet the requirements of both normal street driving and high speed race sections. It's designed to provide more high end power than our Street Performance cam, and to be more appropriate for our large displacement engines in sporting applications, such as the 2.5 liter B20 described above. In a way, it can be thought of as a modern version of Volvo's R cam, or a cross between a street performance cam and a vintage race cam.
Exhaust Headers
For the B18/B20 we now essentially have two headers - a 4-1 race header that is made to order, and a new 4-2-1 "tri-Y" header custom made to our specifications right here in northern New York. It is similar in general concept to the header we used to import from Europe, but with several improvements and better quality control. It was designed to provide clearance for a variety of intake manifolds, alternator clearance, and upper A arm clearance on 122s & 1800s set up with less than stock camber. It is less expensive than a 4 into 1 of comparative quality, and allows more room for plumbing. The tri-Y design normally produces more torque and has a wider power band in most applications, but may yield less peak horsepower at high RPM than a properly designed 4-1 header. The 4-2-1 is recommended for most applications from street, to autocross, to rallying, and even road racing applications where a broader power band is more important than high RPM peak power.
Exhaust Systems
For 2006 we expanded our line of mandrel bent, stainless steel tube systems. Since many cars need a sport system with a larger tube size than stock but do not require a 2-1/2" tube size based on their horsepower, we will be adding 2-1/4 inch systems. Initially these will be for the 1800, but should later include the 122 and 140. Some exhaust kits may consist of "tubing only" with mufflers and hangers to be provided by the customer. Check the price list and email for details.
T5 Custom Built Transmissions
For several years we have been supplying adapter plates and other parts that allow T5 5-speed (Mustang) transmissions to be swapped into RWD Volvos. In fact, these adapters have become one of our most popular products. Now we can also offer a choice of custom built T5 transmissions to meet a variety of special needs. These include dedicated race transmissions as well as transmissions that are perfect for combination street/strip applications. One choice is a true competition transmission - not the street transmissions sold by Ford Motorsports or Summit Racing but a serious competition transmissions designed and built to meet requirements and handle stresses that those transmissions cannot. If you want the best, one of these transmissions may be for you.
The Road Race Box: A dog ring, close ratio transmission, normally used in vintage road racing. This is essentially the same transmission that is used by most of the successful Jaguar racers, but set up for a Volvo or car of your choice. Up to 600 HP capacity. A true close ratio box with the following ratios: First 2.43, Second 1.56, Third 1.24, Fourth 1:00, Fifth .89.
The Synchro Race Transmission: We are offering this transmission to meet the needs of our customers who have been looking for a transmission with a higher torque and HP carrying capacity than the normal T5 and which does not have as large a gap between 4th and 5th gear. This transmission is specifically designed to meet those needs, with the added benefit of 5th gear choices. It is perfect for the high HP street and track turbo car where the primary requirement is reliability on the drag strip, and is a much better performance option than a much heavier transmission like the T56, which adds not only static weight but also has much greater transmission power losses. Although this is a synchro transmission, the gears have been replaced with stronger gear sets and other components necessary to give it the strength necessary to handle over 500 HP in supercharged V8 Mustangs. Quite remarkable in a transmission that still only weighs 70 lbs. Fifth gear choices in this transmission are .63, .73, .80, and .90. First gear is 2.95.
The Heavy Duty Street-Sport Transmission: Our most recent, and most popular T5 option is a street/strip transmission which is basically a custom built upgrade from the Ford Motorsport T5Z. With additional strengthening, a cluster gear reinforcing plate, and a stronger 5th gear with .80 ratio, this trans should easily exceed the torque rating of the standard Motorsports T5. The 2.95 first and .80 fifth produces a combination sought by our customers and which gives much better performance than the .63 ratio overdrive of the Motorsports T5, considered to be too much of an overdrive for most 4-cylinder cars, especially those where 5th gear is used for more than just cruising. Three shifter options are available, including one that can move the shifter location 3 - 4 inches to the rear, ideal for 740s and 940s.
The above transmissions can be built with a variety of input shafts, tailshafts, and shifter locations to fit cars other than Volvos. Call or email for prices and availability.
T9 Transmission Swaps
The T5 is too wide to fit in the small transmission tunnels of most pre-1970 Volvos. But since owners of those cars want a true 5 speed too, we had to find a trans that would fit. So we came up with what is know in Ford circles as the "German 5 speed." Besides being the basic transmission in the Ford Sierra in Europe, it was also used in the Mercur, the XR4Ti, and some Mustangs and Thunderbirds on this side of the pond. This trans is currently a favorite transplant into various MG models, and is also a perfect size for the small tunnel Volvos. While not a trans that I would use with a 300 HP turbo motor, it's a vary good candidate for normally aspirated motors with up to 200 HP. For racing applictions there are both close ratio synchro and dog ring versions. Look for further info here and in the price list on this swap.
Street Performance Engine Tuning Kits
In 1966 Volvo offered a tuning kit for B18 engines designed to increase HP by close to 50% based on the engines they used to win the 1965 World Rally Championship. Now we have a tuning kit similar in general concept, but using components of modern design engineered for street rather than race performance. Our new Street Performance Engine Tuning Kits will increase power in a properly built B20 to the 150 HP range while remaining perfectly tractable for normal street driving with great throttle response and a considerable increase in torque throughout the useable RPM range. For those building their own engines, or seeking to add performance modifications to an engine that is still in basically good shape, this is the perfect package. The kit consists of a ported head, custom ground Street Performance cam, aluminum timing gear, performance lifters and pushrods, ceramic coated exhaust header, mufflers and exhaust components. (Kits for supercharged engines have a different cam and lower compression head.) The SP Engine Tuning Kit is designed to work with SU carbs (with our performance needle kit); sidedraft Weber or Solex carbs; or FI using Megasquirt, SDS, or other aftermarket programable control system to replace the D-Jet electronic control unit. See further details in the Engine section.
Knock Sensing Ignition Control Systems
These are perfect for either high compression or forced induction applications. The adjustable ignition retard system based both on knock and boost will allow an engine to run a higher compression ratio and/or higher boost pressure than is possible without the system. On our supercharged engines this system has allowed 50% increases in boost. They also include an adjustable rev limiter. Highly recommended for high CR or turbo/supercharger applications. $495
A "dual monitor" senses and displays information on both air/fuel ratio and detonation. A very useful addition to the knock sensing ignition system that facilitates tuning. $195
New 140 & 164 Spring Sets
We now have in stock full sets of springs for the 140 and 164 models featuring our progressive front springs. These will be sport spring sets, designed to lower the car approx. 1 inch.
High Performance Clutches
Testing has shown that the stock clutch cannot cope with power levels approaching 200 HP, especially with drivers who like to show off their new power with rapid starts and wheel spin. To solve this problem we are now stocking a line of upgraded clutch products including several different types of performance clutch discs and upgraded pressure plates.
The application of these parts is not limited to those cars equipped with the supercharger system. Within a range of products there are clutch discs and covers that are perfect for normally aspirated as well as turbo cars, including 240s and 740s. Disc choices include carbon fiber, kevlar, solid hub and button type discs. Clutch covers include those with 50% to 100% additional holding power. Package deals are available with our aluminum flywheels for a true performance clutch and flywheel setup.
Polyurethane Suspension Bushings
We now carry SuperPro polyurethane suspension bushings for most rear wheel drive Volvo models. Full sets are usually in stock for the 122, 1800, 140 and 164, with individual bushings in stock or readily available for other models including the 200, 700, and 900 series models. These are an excellent replacement for the stock rubber bushings, are more resistant to deterioration, and help give the car a more responsive feel by minimizing deflection.
Sway Bars
We now have adjustable front tubular sway bars for both street and race applications. These are lighter than one piece bars of similar rate, and facilitate quick changes to modify handling characteristics.
Aluminum Crank Pulleys
In addition to the new aluminum crank pulleys for the supercharger system, we will be stocking aluminum pulleys for several applications: stock replacement, dual groove to drive AC or power steering units, and underdrive pulleys for racing or street performance. These are CNC machined from 6061 T6 aluminum.
4 sizes of aluminum crank pulley for the supercharger system,
plus 2 underdrive waterpump/alternator pulleys
Parts for 200- and 700-series Models
Due to customer demand, we are adding parts for the 200 and 700 series cars to our inventory. Currently in stock or readily available are polyurethane suspension bushings, headers, the Safeguard knock sensing ignition, light weight aluminum flywheels for both race and street, high performance clutches, a variety of clutch discs, adapter plates for T5 transmission swaps, and our water to air intercooler systems. We also have sources for a variety of other performance parts including cams, valve train parts, suspension springs, etc. As time passes we will be adding additional parts based on demand. If you don't see a part listed, send me an email, we may even have it in stock.
The Water to Air Intercooler
Due to customer interest we are now offering the Laminova cored, water to air intercooler as a stand alone unit. Now you can upgrade your turbo or supercharger system with the most efficient intercooler on the market. This intercooler is constructed in a modular manner, designed so that changes can easily be made to adapt it to a variety of applications. Shown in the photo is the three tube version, equipped with side plates to bolt it to an intake manifold, however, it can just as easily be remote mounted with air inlets and outlets on each side. Sizes can vary from 2 to 6 internal tubes to accommodate from 200 to over 600 HP. If you have an application you would like to discuss, please call or email.
Modular water to air intercooler unit,
adaptable to many applications
P1800 Vintage Racecar For Sale
Sold for the asking price, but we can build you one like it!
One of our recently built 1800 vintage racecars is for sale. The car has only 3 races since a complete rebuild in 2002. Its setup and equipment are typical of our vintage racecars. Nick did a beautiful job on the body as shown in the photo below. The engine is our 2 liter vintage race engine with dual Weber 45 DCOE carbs, forged pistons, BHP cam, Crower rods, baffled oil pan, ported race head, 13 to 1 compression ratio, dynoed at over 200 HP. The suspension includes Carrera adjustable shocks, race springs and adjustable front sway bar. The car has 4 wheel discs brakes, Tilton brake cylinders with adjustable bias, aluminum flywheel, Tilton 7-1/4 inch clutch, fire system, etc. This is a good value at the $15,000 asking price as the car is ready to race. A trailer and extra set of tires and wheels is also available for a complete race package.
