Jonas Wikströms Volvo 142
The engine in this car is a stock Volvo B20 with a need of retirement. A refurbished B20 is taking it's place only with a very much upgraded head and longer stroke. Basically this engine is an inline 4 cylinder, with no electronic control over anything.
- 2.0 litre inline 4 cylinder Volvo B20A, completly stock
- Custom crank trigger with Honeywell GT1 Hall sensor
- Single coil and distributor ignition
- Sequential fuel injection with no cam sensor and high-Z 192 cc/min injectors
- Custom intake manifold adapted from Volvo B20E/F engine
- Custom engine harness
The future upgrade is a stroked and bored B20 block with a heavily ported head and aggressive cam (300 degrees duration). The fuel injectors will be 300 cc/min with the possibility to run alcohol fuels. Approximate crank power is 170-180 hp, compared to the stock 85 hp.
The intake manifold has been ported out and the throttle replaced by a flange for a removeable 65 mm BMW throttlebody. Fittings for a fuel rail and regular Bosch injectors has been welded to the runners. The runners have been ported out and smoothed. Here are some pictures of the manifold as it is mounted.
Not that there is no throttle linkage, it will be fixed later this week. Also, the engine bay is not that pretty but that will all be sorted out after the engine has been replaced.
The intake was gutted to get it ported out and then welded shut again.
Here are two pictures of the custom trigger wheel we made for this and a few other VEMS installs on this type of engine, it's simply a disc welded on to the stock wheel that drives the generator.
Update 2005-10-07
This car has been started up with VEMS as of today, ignition only. Trigger is through a Honeywell GT1 at the crank with a custom trigger disc. Spark is through the stock distributor, the car is already running much better due to not having to rely on worn points in the distributor.
Fuel is for next weekend, everything but the fuel plumbing is done. Stay tuned.
Update 2005-10-15
Today the carburator was removed and the fuel injection manifold was mounted to the head. Started right up after increasing cranking pulsewidth and thereafter req_fuel to get it idleing.
You can download a short movie from the moment we got it to idle well, right [here] (15.4 MB).
Update 2006-05-24
Firmware 1.0.36 was installed and we remapped the engine. This coming weekend the old engine is coming out and within a week we hope to have the newly rebuilt engine in place.
One problem arose, but I'll probably sort it out later. Above 3500 rpm at full throttle the pulsewidth of the injectors would open up 30-40%, just for a split second. I verified that ALS and acc enrichment was turned off but could find nothing that made sense.
Here are the files:
[datalog] and [msq file]
If anyone can see any setting that I've missed or anything out of the ordinary in the logs, please advice!
The firmware is the one that comes precompiled with the 1.0.36 package. The TPS is not connected and shows a constant 60% input. The acc enrichment that I do have is pressure based but only adds 1.5 ms when in use and is nowhere close to the 6-7 ms increase that you see in the logs. You can load the msq file into MegaTune while not connected to a Genboard and verify all the settings, or simply look at the msq file with a text editor as it will reflect all the values from a mcd dump.