Meni je clanak bio bas zanimljiv i svaka nova recenica je budila sve vecu zanimaciju za sve to, pa nadam se da ako tko vec nije vidio ili citao, nek si malo da truda i procita je rje fakat super clanak kad vidis sto sve ljudi naprave za gust
I had just sold my Honda CRX in June 1997 and I was all set for a new Volvo V40 T4. More or less for fun I made a last journey to the Volvo company car sales center. At the company car sales center (only for Volvo employees) used test cars, company cars, exhibition/press/photo cars and sometimes Hertz rental cars are sold to Volvo employees. Most of all I wanted a 850 Turbo or a T-5R, but prices were still too high at that time. If I were to buy the 850 Turbo I wanted not later than MY1995 and most of all I wanted the updated 1996 with new interior and gearbox, so I had no expectations when I stepped through the door and asked the dealer if he had any 850 Turbo for sale that day. Before I realized what had happened I had three settings of keys in my hand. One ruby red pearl automatic from 1995, one dark blue pearl manual from 1996 and one olive green pearl manual 1996 all saying 850 Turbo on the key labels.
The ruby red automatic car was quite poor in shape for a car pedantic as me. Paint was battled by automatic car wash and the interior felt more then used and I went for the dark blue car. I had loved the 417 dark blue colour since I first saw it and this was no exception. The paint had some signs from automatic car wash but it had few kilometres on the kilometres gauge and felt very fresh in the interior and the paint was not worse than a good polish would give it back its former lustre. The price on this dark blue 850 turbo with 45000km was just above the price for a new V40 T4. I was still not convinced and more or less without any enthusiasm I looked for the olive green Turbo, and there she was.
I couldn’t quite believe what I saw and it didn’t make any sense according to the text on the key ring label. The car was fully equipped as a T-5R and had all the options one would expect on a T-5R. The interior was the stock part leather 850 Turbo and wood trim was regular walnut. Paint didn’t show any signs of machine wash and the interior looked like new. A quick look at the chassis number showed that the car was build as a T-5R. I had a hard time convincing myself so I called my father and asked him to come out to Volvo and have a look at the car. “That is your car! It’s meant to be that car and not a new V40.” my father said and I was now convinced. I went back to the seller and we wrote some papers and when we both had signed I asked him if he knew what it was that he had sold to me? He looked bothered when I told him that he had sold a T-5R for the same price as an 850 Turbo. A couple of phone calls later when I had talked to the vehicle engineer who had been responsible for the car I was told that this was the first olive green T-5R that was built as 1996. She was built as concept to show the project how the “T-Green” in limited edition would look. With 28000km as a verification vehicle the car was as good as new. Since the T-5R interior at the building date was locked for the yellow and black T-5R’s, the car was built with
850 Turbo interior, but all other T-5R options were fitted in the car. I later restored the interior with T-5R alcantara door panels, steering rim, arm rest and some other T-5R features. A check with the car register showed other curious things, like the fact that the car was registered as a B5254FS (850 GLT naturally aspirated 170hp), but with stated engine power 176kW/240hp and added to this as certified as miljöklass 1 (environment class 1 was an emission level that gave 5 year with no road tax). There has never been such a car in the Volvo line up and this was truly unique. Next I checked with the insurance company and they insured the car as a 170hp GLT, but noted that it was a T-5R and promised that they would cover 100% if anything happened. All and all this is the best car deal I have ever made and most likely ever will do in my life. It was love at first sight and this is the first car that I have ever given a name. After seeing the road movie Priscilla, queen of the desert she was named Priscilla. This is something that I will never do again, put a name on a car. All of the sudden the car has a personality and if anything bad happen it’s like torture and I’m just too attached.
I have always liked the design on the Titan rims, but I have never been that fond in anthracite or dark colours on rims. Big rims with low tire profiles should be enlightened with bright silver colours on the rim, I believe. So I sold the Titan rims and replaced them with the new and beautiful 7x17" Comet rims in bright silver that was introduced with the S/V70R MY1997. From the beginning I was convinced that I would be completely satisfied with a SW upgrade in the ECM, but the more I re-calibrated in the SW the more I wanted when it came to drivability and effective engine revolution range. The hunt for better performance began with a new cat-back exhaust system and a K&N original fit for the air filter box. After this upgrade all things went over board and my to say the least limited character had way too much influence. Cat-back system became complete exhaust with downpipe and modified catalytic converter and after some talk with Thomas at TME, the cat-back system was replaced with a more “open” system with only one silencer for better flow and also a more aggressive tone. Exhaust manifold was mounted along with a Mitsubishi TD04-18T turbo from the manual x70R MY1997-1998. (The stock 15G turbo was mounted on a V70XC 1997 with TME cat-back exhaust and Bosch M4.4 SW upgrade with a very good result.)
The stock 310cc injectors wasn’t enough for high boost pressure and the 18T turbo, so white 350cc injectors from B5234T4 replaced the original and for each HW upgrade came a SW upgrade. 850 Turbo ECM is HW limited at 750kg/h air flow and a new 850R manual ECM (800kg/h air mass flow specification) was mounted along with a new SW base for better high end performance. Torque and power became too much for the original clutch and a clutch-kit from the 850R M59 replaced the original HW setup. Some small changes like removing the snow smoke cover and re-fitting of signal horns for better cooling and better air flow to the engine was done and a new pipe from the MAF to the turbo was built and mounted.
Engine and powertrain upgrades made the already undersized stock 280mm brakes to show its weakness all to clear. A 17” Volvo Performance 320mm brake kit was mounted and at the same time I bought steel braided brake hoses for all four corner. AP 600 Racing brake fluid replaced the Volvo brake fluid and Mintex rear brake pads added the little extra and brake performance was greatly enhanced with better feeling and showed no tendencies to fade even when forced.
Chassis and suspension has to be reinforced when one changes the engine performance due to the fact that the 850 was not designed for powerful turbo engines from the drawing board. Reinforcing is something that even a stock car can benefit from and a strut tower brace is a simple but very effective solution to increase handling and feeling in the car and it will also reduce noises in the coupe. I decided to also replace the upper engine bushing to a stiffer product in order to prevent the engine from moving in the engine bay.
The 850 can be somewhat worried in the tail at high speeds and especially during high speed braking this can be very noticeable. Original T-5R wing was sold in order to be replaced with the 850R wing. This reduced the lift with 70kg, if my memory serves me right and will make the car more stable and also nicer looking. Rear lights was removed and painted so that the grey edges would be colour matched to the car and sealed with clear varnish. I really hated the 850 design in bad weather. The design has a tendency to let all dirty water from the wind shield run over the A-pillars and out on the side windows making them dirty and hard to see through. When the S/V70 was introduced there was also a new roof cunning design and it was such a relief to replace the old cunnings with the new S70 rood cunnings with water deflectors - this reduces the dirtying significantly. Door handles on the 850 was not something that would win a design price and new door handles from x70 was painted and mounted. The door lock on the driver’s door will not fit the 850, so you’ll have to use a handle from the passenger door also on the driver’s door. This means that there will be no door lock and the only key lock left is the one on the boot and running out of battery may be a big problem since the central locking will not work. Make sure that there’s a way to add 12V power to the battery. I mounted a 12V cable on the battery and left it hidden in the front spoiler. If the battery went dead I could then hook a battery to the cable and have it grounded in the chassis in order to get enough voltage to open the doors.
I did have a nice car stereo in my CRX, but I thought that the original T-5R equipment would be enough as long as I added a big front with CD. This was not the case and I really missed the 6.5” front speaker kit and the 112” subwoofer with its dynamics and punch. It didn’t take long before I had bought e new set of stereo HW including a new big front with CD. Then I ran out of time and power to do the work, so I actually had all the material standing on the floor in my living room for over a year before anything was done to it.
This is what I bought...
Volvo 600A battery.
Volvo head unit SC805 CD/cassette/radio.
JBL GTS300 amplifier 1x300W RMS to rear subwoofer.
JBL QTS180x amplifier 1x180W RMS to front subwoofer.
JBL GTS180x amplifier 2x60W RMS to front system.
JBL GTS100 amplifier 2x35W RMS to rear-fill.
Infinity CS60 6,5" + 1" speaker kit front with new door panels.
DLS UW10 10" front subwoofer in sealed 10l under the glove compartment.
Infinity Kappa 52i 5,25" speaker for rear-fill in the hat-rack.
JBL GTI1200 12" rear subwoofer in bas reflex 37l in the boot.
System One 1F capacitor and System One RCA-cables
System One power blocks and 100A automatic fuse.
33mm2 and 8mm2 power supply cables.
4mm2 and 2,5mm2 speaker wires.
I must say that this is what I miss the most from Priscilla! The dynamic, the sound image and the power was really something and even though I bought the biggest sound package available for my S60 it doesn't even come close to the sound in the 850. To be honest, it really sounds bad in comparison and even though Volvo offers one of the best stereo solutions among the car manufacturers it can never compete with a nice after market setup. For half the price of a factory mounted stereo you can get so much better if you buy products in an audio shop, I’m sad to say. Just replacing speakers with after market speakers can be a very positive experience and if I had the time and the money I would through out all the speakers and amplifiers in my S60 and just keep the head unit and add new JBL/Infinity speakers and JBL amplifiers along with new cables.
One night I got my 17” Comet stolen and the lust of mounting new Comet was really low (let all car thieves and people with long-fingers burn in Hell for all eternity, or why not cut an arm or a hand as soon as they’re caught in action? Let a surgeon do the work and hang the “left-over” around the thief’s neck as a reminder). I had had my eyes on the Triton 7.5x18” rims for a while at that time, but didn’t have the money or the urge to bother with selling the Comet wheels. It was also a matter of tire dimension and the concern about the fit to the car. 205/45-17 is the biggest dimension that can be mounted without changing demands on clearance. Now I had no wheels and sum of money in my hand and I was offered to buy a new set of Triton with Pirelli PZero A 225/35-18 from a friend and I couldn’t refuse. 18” rims made a huge difference in both handling and appearance and to my surprise the comfort wasn’t affected much either.
With both engine-, brake- and wheel performance the urge for a more responsive chassis came to the surface and with each new SW update I felt more strongly about upgrading the suspension. First I had two new cam shafts from the B5254FS engine that I wanted to test in the car to see if it was possible to gain any extra power and maybe get the engine to run smoother and also to decrease exhaust gas temperatures. This of course meant new SW calibration before I was satisfied and a new MAF to turbo inlet pipe was mounted during this time for better response and higher air flow and that really made a difference. When I was at it also took the chance to mount a 300/70 wastegate from the Bosch ME7 18T/19T turbocharger. Now I had come more or less as far as I could get without opening the engine to replace pistons, rods and remake the cylinder head and reinforce the engine block and transmission.
I’m not the only car enthusiast in the world who has been tempted by the lovely sound from a blow off valve. That chirping and buzzing that will make the hair on the arms to stand right up. Naturally I wanted that on my car as well, but this conversion came out to be more difficult than I had expected. BOV (blow-off-valves) are quite common on cars like Mitsubishi Evo’s and Subaru Impreza’s and there it will work fine. At least the Impreza has a engine management system that is based on boost pressure control compared to the Volvo system that are based on mass air flow calculations and this difference makes a huge difference when it comes to fitting new components. Dumping measured air from the inlet might not seam like a big deal, but that air is weighted in the system and calculated for, so if this air is dumped in the open air it will be missed by the system and it might trigger diagnostic functions. Another back side of blow off valves with air mass controlled system is that dumping measured air can increase the response time greatly since there’s just no pressure built up in the inlet when the throttle is once again opened.
One way to solve this is to use a re-circulated BOV where the air is redirected back to the inlet system after been dumped. This will not give the same effect on the sound and it will never sound as nice as a BOV with of open air type. After trying three different types of BOV’s with various results I had more or less given up. Most of them gave a moment of gasping for air when opening the throttle after an air dump and the sound wasn’t what I had in mind either. Then I saw the HKS Super Sequential Blow Off Valve and I couldn’t resist the look of it. It was like something captured in an Flash Gordon movie and the sound was just what I wanted and it came with a nice feature that I thought would make it possible to adjust to fit the Bosch M4.3 system. With the HKS I could control the air dump and have it fitted so that it would pass enough air to have good response when opening the throttle and still lower the boost enough to save the HW and also gain that wonderful sound. There was only one negative side of it and that was the price, it cost a small fortune…
After a long period of thinking I decided to spend the money on Öhlins adjustable shock absorbers from the Volvo Performance division and a new set of sport springs and rear Bilstein shocks was ordered from TME (C70 springs front and 850 rear). Handling and braking can never be too good and with the increased performance I wanted more control with more personality. Even though the springs was quite a bit stiffer than the T-5R springs, the car felt softer and behaved much calmer over rough roads with the new setup. Wider tires in combination with the Öhlins shocks made the over all comfort much better than the stock setup with 205/45-17 and T-5R suspension and the steering response, traction and road behaviour was set to a new dimension. The rear spring setup was a bit high for the Bilstein shocks so I had to cut the springs two turns and I was very concerned about this and I was expecting the car to be very over steered after this modification, but it turned out just great.
The only worry was that there wasn’t much clearance left between the help spring and the link arm. If the travel is too short and the help spring is pushed to the bottom the suspension will go numb causing the tires to strut over the surface instead of following and that can be really dangerous. Hard and low is not always the same as fast and sporty, so I was concerned but I thought that if it didn’t work I just had to buy new rear springs. It turned out very good and the stiffness of the springs in combination with the sway bars and the shock setup worked much better than I could have hoped and the car became much lower.
There were so many things from the beginning that I didn’t like or just wasn’t satisfied with and each HW upgrade followed by a SW update and I would say that in total I made close to 100 SW calibrations before I sold the car.
The final touch of the project Priscilla was a thin 3 mm golden stripe that went around the car, a colour matched Woth R-line sticker and a golden stripe in the grill.
This car gave me a lot of experience and tons of joy!
A list of all the changes in the car:
Manual M56 gearbox (1996 with reinforcement)
421 olive green pearl
Painted tail lights in 421 olive green pearl (grey edges around the light was painted)
Eye lid from Hällsjö Plast.
3mm golden stripe and a specially made Woth R-line sticker
Grill painted in 421 olive green/214 dark grey and the rib decorated with a golden stripe before sealed with varnish.
Snow smoke cover removed.
Signal horns moved and placed behind the head lights.
K&N air filter original fit.
Special made silicone/aluminium 76mm pipe from MAF to the turbo by TME.
850R (B5234T4 M4.3) exhaust manifold part number: 1270537.
Mitsubishi TD04HL-18T turbocharger (B5234T4 M4.4) part number: 9185628.
Wastegate 300/70 (B5244T2 / B5234T8) part number: 9471535.
850R (B5234T4 M4.3) clutch kit.
Bosch 350gr/cm3 fuel injectors(B5234T4/B5234T3 M4.4) part number: 1270534.
Cam shafts B5254FS M4.4 -98, Inlet & exhaust part number: 9146232 & 3547905.
HKS Super Sequential Blow Off Valve
www.hksusa.com
TME stainless steel exhaust as follow:
3" downpipe from the turbocharger to the catalytic converter.
Modified catalytic converter with only one ceramic stone left.
3" pipe from the catalyst to the cat-back system.
2,5" pipe from the connection to one single silencer and then a 2.5” to 4” tail pipe.
TME upper engine bushing.
Strut tower brace from TME.
Volvo carbon fibre sparkplug cover part number: 9166807.
White turning indicators from x70 -98 part number: 9190169.
850R rear wing part number: 6816326.
Roof cunnings with water deflector from S70 -97 part number: 9151673 & 9151674
Windows washer nozzles from x70 -99 part number: 6816437.
IPD adjustable window wiper relay.
X70 door handles without lock part number: 2x 9444121 & 2x 9417766.
Wide angle lens for the rear view mirror part number: 9171311.
Volvo Triton 7,5x18".
Pirelli PZero A 225/35R18 Reinforced 87Y.
Volvo 17" Performance brake kit front 20x28mm part number: 9451775.
(Discs, callipers, pads and hoses are included in this kit.)
TME steel braided brake hoses.
AP 600 Racing brake fluid.
Mintex sport brake pads rear from TME.
Callipers painted red with FoliaTec brake calliper paint.
Öhlins adjustable shocks front part number: 9204201.
www.ohlins.com
Bilstein shocks rear.
www.bilstein.com
TME C70 front springs.
TME 850 rear springs (shortened two turns).
GIK boost gauge.
850R M59 ECM part number: 1270544 - modified SW for Priscilla
Engine SW marked with registration number and info and can be checked with the VST = Volvo Scan Tool)
Maximum boost pressure ~1.3bar.
Maximum engine speed 7014rpm (from the beginning I had the limit at 6750rpm/~275km/h, but with 205/45-17" mounted on 7x17" Comet the car would reach the engine speed limit in fifth gear. With 18" wheels I would guess that the top speed was reduced with 10-15km/h.
Top speed limit removed and the only limit is the 7014rpm rev limit.
Estimated engine performance 300hp and 440Nm.
Fuel: 98 unleaded or higher.
Stereo
Volvo 600A battery.
Volvo head unit SC805 CD/cassette/RDS-radio.
JBL GTS300 amplifier 1x300W RMS for the rear subwoofer.
JBL QTS180x amplifier 1x180W RMS for the front subwoofer.
JBL GTS180x amplifier 2x80W RMS for the front speaker system.
JBL GTS100 amplifier 2x35W RMS for the rear-fill speaker system.
Infinity CS60 6,5" + 1" speaker kit for the new door panels.
DLS UW10 10" subwoofer front.
Infinity Kappa 52i 5,25" speakers for rear-fill.
JBL GTI1200 12" subwoofer rear.
System One 1F capacitor and System One RCA-cable.
System One power block and 100A automatic fuse.
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