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16 valve turbo pictures

The oil return doesn't have to be exactly perpindicular to the ground. It is reccomended that you stay within 15* to straight up and down, but some SAABs have it turned as much as 25* or more and don't seem to have any problems with it like that.
 
EDIT The part number is 3514465 and my dealer WILL sell it to me. EDIT

The oil feed and return wont be too hard. Right now the housing is clocked about 45 degrees which seems like too much. It wont be that hard to run lines to it when it is oriented vertically.

I would like to fit an internal gate if possible. However, the t4 housing is pretty fat and I dont know if i can get a diaphram in between the housing and the block. I am open for suggestions. I have some engineering to do there. That would also require tracking down a stage 3 internal gate turbine housing. I might try to put an external on still. Let me know which gates you suggest and where you propose I should put it. The best place looks to be at the collector right above the turbo flange. However, I am reluctant to cut into a 300$ manifold.
 
Last edited:
guidom12345 said:
53.4465 Is the volvo part number for the manifold. My dealer wouldnt sell it to me. Some have said their dealer will. Let us know if you find a place that will order it in the US (dealer, or whoever)

The oil feed and return wont be too hard. Right now the housing is clocked about 45 degrees which seems like too much. It wont be that hard to run lines to it when it is oriented vertically.

I would like to fit an internal gate if possible. However, the t4 housing is pretty fat and I dont know if i can get a diaphram in between the housing and the block. I am open for suggestions. I have some engineering to do there. That would also require tracking down a stage 3 internal gate turbine housing. I might try to put an external on still. Let me know which gates you suggest and where you propose I should put it. The best place looks to be at the collector right above the turbo flange. However, I am reluctant to cut into a 300$ manifold.
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My dealership will get it. All the volvo dealerships I have been to on east coast sells them. Also sell the b204gt Intake manifold too. Its 312 for exhasut and 264 for intake
 
3514465 is the Volvo part number. 312$ from volvo. I guess it is that easy. Now there are no excuses against going 16v.

BTW I sell 16v heads so if anybody wants one let me know. I have several for sale right now.
 
guidom12345 said:
3514465 is the Volvo part number. 312$ from volvo. I guess it is that easy. Now there are no excuses against going 16v.

BTW I sell 16v heads so if anybody wants one let me know. I have several for sale right now.
Click to expand...

Will this setup fit inside a 240? I installed a T3/T4 hybrid today on a 8V, and I have like 2cm to the wall...
 
guidom12345 said:
3514465 is the Volvo part number. 312$ from volvo. I guess it is that easy. Now there are no excuses against going 16v.

BTW I sell 16v heads so if anybody wants one let me know. I have several for sale right now.
Click to expand...

Hello guidom,
I'm interested in a 16v head...how much? Please pm me.
Thank you,
RR
 
Nice.

About the Audi external wastegate, if you want to use it drill a hole in the collector somewhere. Anywhere just above or just below the collector would work fine. Remember that the Audi gate is HEAVY, so either brace it or just use THICK tubing. I'm using black steel connection tubes from the plumbing section of home depot, they're thick alright. After the wastegate, you have three choices of expulsion.
1. Route it back into your exhaust down stream a bit. Silent.
2. Just leave it open with no piping or attachments behind it. Sounds kinda bad and pretty loud. I like to say it sounds like 250psi of air shot into a tin can.
3. With about 12" of piping after the wastegate, just dump it open. But that extra bit of piping really makes a huge difference in sound quality. It's pretty quiet too. This is how I've got it set up now and I totally love it. I can hear when it opens, but its nowhere near annoying, and sounds great. Plus the rev limiter sounds badass through it, POP POP POP!

I think the audi 30mm gate should be big enough, but if you have the money you could get a 38mm tial one and be positive it's going to work well.

John
 
guidom12345 said:
Long story behind the t3/t4. It is brand new and I paid too much for it. My turboford buddy suggested the 50trim compressor was good for an 2.3 8v application. We'll see how it works. I ran a 16g for a while (now dfer 10 has it), but i wanted to go even further off the deep-end. Why not?


The header is for the italian market b204. (16v turbo)
Click to expand...

I have a turbonetics with the same spec on my dodge right now and plan to use it on my
16v project when I get it started. it should match well.
 
Thinking about a engine swap red block/White block ?

guidom12345 said:
I have a bunch of pics, but here are just a few. The original plan was to go with the b234 block, but now I am going b230 block for several reasons. I have a VW timing belt tensioner from a 1990 GTI 16v on order. This is a timing belt from a 1994 hyundai sonata v6. (it fits the gears perfectly. I have the 16v crank gear and a 3rd 16v cam gear as the auxillary gear application on the 8v.). The turbo is a t3/t4. Stage 3 turbine with .63 A/R housing. Cold side is 50 trim wheel with .50 A/R housing. Other compressor is stock t3 .48 A/R housing.


I want some other tbrickers to go 16v too!! I know you LA guys can get the heads cheap, if you dont have them already.


Thinking about engine swap for 262 coupe. I have considered everything from a 240t all the way to a s80, after reading some posts I'am starting to lean toward a b234 turbo. I have not seen any real numbers but iam hoping for ~300hp and Nor Cal smog legal. any info you can provide would be great. Also, what did you mean about LA guys getting heads cheap, i live in Nor Cal, does that apply to me also? Thanks for all your Help,,,,,,,
Click to expand...
 
Rod Kenney said:
guidom12345 said:
I have a bunch of pics, but here are just a few. The original plan was to go with the b234 block, but now I am going b230 block for several reasons. I have a VW timing belt tensioner from a 1990 GTI 16v on order. This is a timing belt from a 1994 hyundai sonata v6. (it fits the gears perfectly. I have the 16v crank gear and a 3rd 16v cam gear as the auxillary gear application on the 8v.). The turbo is a t3/t4. Stage 3 turbine with .63 A/R housing. Cold side is 50 trim wheel with .50 A/R housing. Other compressor is stock t3 .48 A/R housing.


I want some other tbrickers to go 16v too!! I know you LA guys can get the heads cheap, if you dont have them already.


Thinking about engine swap for 262 coupe. I have considered everything from a 240t all the way to a s80, after reading some posts I'am starting to lean toward a b234 turbo. I have not seen any real numbers but iam hoping for ~300hp and Nor Cal smog legal. any info you can provide would be great. Also, what did you mean about LA guys getting heads cheap, i live in Nor Cal, does that apply to me also? Thanks for all your Help,,,,,,,
Click to expand...

like I said earlier...CA + 16v + turbo = illegal converion, won't pass unless you "know" somebody or have a '75 or earlier car

northern california...start hitting the pick-n-pulls for heads, just be wary of motors with broken timing belts, good chance the valves and pistons met at a high rate of speed....I've seen complete running 16v cars for sale on craigslist for less than a grand....pull motor, part out car or ??
Click to expand...
 
Dig through the "Projects" section and you will find a slew of running, broken, and in progress 16 valve turbos. Most of us choose to build a B230 block and slap the B234 head on it for various reasons that seem to be less important than was thought even a year ago. Especially with the whole "oil neediness" 16v head. 300rwhp is a pretty conservative goal with that head and a modestly large turbo. Of course you cant expect a worn block to last at that output so itd be wise to look into some nice internals, fresh bearings, rings...etc. And of course some JVAB supplied Cossworth head studs and spacers. He also can supply very nice rods and CP pistons that will drop the weight in EACH cylinder 1lb. So 4lbs off of the rotating assembly. pretty nutty **** :).
 
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