Engine Type

B21ETAL, 4-cylinders in line, 2.141cc. (2.127cc)

(Photo: Rolf Öhberg)  
 

(Photo: Rolf Öhberg)  

(Photo: Rolf Öhberg)  
 

(Photo: Rolf Öhberg)  

 

(Photo: Rolf Öhberg) 

 


Cylinder head

Cylinder heads prepared and modified by Volvo Motorsport (VMS part no. 6808265 / 1266949-5), cylinder head models used was either 405 or 531 (Volvo no. #1000405, #1000531) Forged standard valves, inlet Ø44 mm and outlet Ø35mm.

A cooperation between Volvo, Porsche and Bosch was established in 1986, they only worked on the 531-cylinderhead. All head had drilled cooling ducts, to increase the cooling of the cylinder heads, these were 4- and 6mm. (pic 2)

Early cylinder heads, the 405-heads was prepared and modified by Grottis Head service here in Sweden, all cylinder heads made by Grottis was stamped "Grottis HS" in the front of the head.
 
Volvo used a B23E-headgasket (VMS part no. 6808288 / 8360411-6) in the beginning but soon replaced this head gasket with a Victor Royal "cutting ring head gasket" when the B23E-headgasket did not work. These so called Victor Royal cutting ring head gasket was mostly used only one time and when the cylinder head was removed the gasket was changed to.
 

405-Group-A cylinder head.

531-Group-A cylinder head.

(Photo: 240grupp-A.se Archives) (Photo: 240grupp-A.se Archives)
 

405-original original cylinder head closeup.

 

405-original unmodified cylinder head closeup.

531-Group-A cylinder head closeup


(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: Lars Thenander)

(Photo: Lars Thenander)


Pistons

Mahle forged skeleton pistons.

- Gen2 piston with flat crow for the 405-cylinerhead with modified standard combustions with 7,2:1 in compression - Pic 1.

- Gen4 piston with optimized crown for the 531-cylinderhead with modified combustions of type "Porsche" with 8,2:1 in compression - Pic 2.
 
(Photo: 240grupp-A.se Archives)

(Photo: 240grupp-A.se Archives)


Conrods

Polished Volvo original M-conrods (VMS part no. 6808267)
 

(Photo: 240grupp-A.se Archives)

(Photo: 240grupp-A.se Archives)


Engine block

Standard Volvo engine block B21ET (VMS part no. 6808263).
 
 
   


Modified original parts

Exhaust manifold (VMS part no. 6808226), inlet manifold (VMS part no. 6808298 / 8360405-8)crankshaft and exhaust pipe (VMS part no. 6808136) from turbo.

(Note about the inlet manifold, there are things that seperate a regular manifold from a Group-A manifold. As the Group-A manifold had more attachment points and unwanted weight was grindedaway. These manifolds are not to be confused or compared with the manifold from the 740 or 940)

(Photo: 240grupp-A.se Archives)

(Photo: 240grupp-A.se Archives)
 

 

(Photo: 240grupp-A.se Archives)
 

(Photo: Jussi Kortesmaki)

(Photo: Pelle Nilsson)



Exhaust heat sheild

Was used to lead away/protect from heat.

(Photo: 240grupp-A.se Archives)

(Photo: 240grupp-A.se Archives)



Exhaust system

3 inch exhaust without muffler, came out to the right under floor by the door. (Cars in DTM had complete exhaust system because of the noise regulations)
 

(Photo: 240grupp-A.se Archives)

(Photo: 240grupp-A.se Archives)


Water pump

Special water pump, the standard water canal was plugged instead there were new holes drilled to increase the cooling. Special pipe from the water pump.
 

(Photo: Rolf Öhberg) 
 

 (Photo: Rolf Öhberg)
 

 

(Photo: Torbjörn Johansson)   

 


Oil tray/pan

Special oil sump (VMS part no. 1383239) for bigger volume of oil with collector, Group-A, modified Volvo Original oil tray. Dry sump with radiator system - radiator and pump). The system were connected with a steel braided hoses.
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: Rolf Öhberg)   
 

(Photo: Rolf Öhberg)
 

(Photo: Rolf Öhberg)

(Photo: 240grupp-A.se Archives)


Engine bushes

Special made engine mount, thinner and harder then original mount. There were three different types:
blue, orange and red where the red of course was the hardest.
 

(Photo: Rolf Öhberg)  

(Photo: 240grupp-A.se Archives)


Camshaft
  
One overhead camshaft (VMS part no. 6808267 / 8360220-1), 2 valves per cylinder. T5-camshaft  or Group-A, the were a many variations of camshafts. Valve cover with hose connected to a plastic container, this to create ventilation.

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)

(Photo: 240grupp-A.se Archives)


Fuel injection system


Bosch K-Jetronic CIS injection. (Porsche). Continuous injection, mechanical. 8 chambers aluminum fuel head, 4 outputs blocked. (Special ordered by Volvo from Bosch, Germany).

The early cars used fuel heads from Mercedes V8 and Porsche 928. This system was not completely different to the standard Fuel injection system on the Volvo 240 Turbo, but still another system. A system that made the Volvo perform to its maximum! Bosch gold injectors, special ordered from Bosch by Volvo for racing use.
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

 

(Photo: 240grupp-A.se Archives)

 


Fuel injection air boxes

Special built air boxes in fiberglass epoxy from Volvo Motorsport, designed and made by Leif Frykås, Volvo Motorsport, Sweden.
 

(Photo: Peter Kroeber)
 

(Photo: Peter Kroeber)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)

(Photo: 240grupp-A.se Archives)


Now you can buy brand new manufactured air boxes, perfectly hand crafted by the same man that did it in the 80's. He is also the person that designed these - Leif Frykås

Price: 1200 Euro/per set of 4 air boxes.

Contact me for information! bjorn.ohlson (a) 240grupp-A.se

 

(Photo: Kjell Frykås)
 

(Photo: Kjell Frykås)
 

 

(Photo: Kjell Frykås)
 

 

(Photo: Kjell Frykås)
 

(Photo: Kjell Frykås)
 

 

(Photo: Kjell Frykås)
 

 

(Photo: Kjell Frykås)
 

(Photo: Kjell Frykås)
 

(Photo: Kjell Frykås)
 

(Photo: Kjell Frykås)
 

 

(Photo: Kjell Frykås)
 

 

(Photo: Kjell Frykås)
 

(Photo: Kjell Frykås)
 

 

(Photo: Kjell Frykås)

 


Turbo charger & Intercooler

Garrett Airresearch TB03 group-A hybrid (VMS part no. 6808102 / 8360404-1), oil-cooled from the engine by a steel braided hose to the turbo.
Exhaust port inlet - 57,2 mm wide x 44,7 mm high. 
Exhaust port outlet - Ø50 mm.
Inlett from fuel injection - Ø63,5 mm.
Inlett from intercooler - Ø44,7 mm.
 

(Photo: Pelle Nilsson)    
 

(Photo: Kari Hakanen) 
 

 

(Photo: Rolf Öhberg) 

 

                                                                      
Intercooler

German designed intercooler from Längerer & Reich (Volvo part no. 1352717). (They also built the intercoolers to Audi racecars during the 80's) There was a early intercooler that was hand built on Volvo, this was however used.
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: Rolf Öhberg) (Photo: Rolf Öhberg)


Click the link to come to the  do88 company's website, do88 sells new produced replicas of the
Längerer & Reich intercooler from the 80's!


(Photo: do88.se)


Water injection sytstem (WTT - Water Turbo Traction)

Volvos patent, 10% injected approx 0.8-1.0 bars and increased the effect by 20-25hp. Water injection tank volume was 30 liter. There were also another water injection tank, bigger and made from aluminum that had a total volume of 32 liters and was placed under the car right above the rear axle. The system was built by idea from Björn Scheuer, Volvo Motorsport, Sweden. Björn also built the hardware and Lasse Sandberg and Kent Melin, Volvo Motorsport, Sweden, produced the software to the system.
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 


Ignition & Electric system

Electronic ignition system (E-ZK ignition), made by NIRA, Sweden. A Epson computer (Brought to Volvo by Björn Scheuer, Volvo Motorsport) was connected to system setup settings. Different variations and placing of the fuses etc. The battery was always placed in the trunk for maximum weight distribution. Battery
from Yuasa NP 38-12 (VMS part no. 6808301). 
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: Peggen Andersson)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

 
(Photo: 240grupp-A.se Archives)  


Ignition cables

Silicone ignition cables (Volvo part no. 1352766) with Volvo original percussion cap, Volvo original ignition coil and ignition distributor. Champion sparkplugs, N543V (VMS part no. 6808302) and N593V (VMS part no. 6808303) that was a cold sparkplug. NGK and Bosch spark plugs were also used.
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

 
(Photo: 240grupp-A.se Archives)  


Generator

Volvo Original. Sometimes larger generators were used to gain more effect.





Starter motor

Volvo Original lightweight (Volvo part no. 1357199).





The ETC-System (Electronic-Traction-Control-System)

Group-A Injectors (mechanical), 530ml/min on 1, 2 and 4th cylinder, 580 ml/min on the 3 cylinder), (magnetic valves on 2 & 3rd injector to serve as an antispin system to cut the fuel when the wheels start to spin). This system was made by NIRA, Sweden, Lasse Sandberg and Kent Melin, Volvo Motorsport, Sweden, produced the software to the system.

ONLY THREE CARS ever had this system fitted, the 605-car (the car at Volvos Museum Gothenburg, Sweden), the 604-car (present owned by Peggen Andersson, Sweden) and the VMS Rally car (present owned by Torbjörn Johansson, Sweden), a experiment rally car built by Volvo Motorsport, more known as the "electronics-car".  
 
(Photo: 240grupp-A.se Archives)
 
(Photo: 240grupp-A.se Archives)
 
(Photo: Joao Abreu) (Photo: 240grupp-A.se Archives)


Lubrication & Cooling system

Special fuel cell with 120 liters capacity inside a protective steel box, and a special catch tank (VMS part no. 6808124) in the trunk with 10 liters capacity. Special fuel pumps (VMS part no. 6808284) with filters. Earlier cars used a smaller version of the 240 original tank.
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

(Photo: 240grupp-A.se Archives)
 

 
(Photo: 240grupp-A.se Archives)  


Water radiator

Engine water radiator (VMS part no. 6808116). Water was filled in a conservator behind the radiator - 10 liters in the whole system in total. Fan for coolning of the radiator.
 

(Photo: Thor Rustad)
 

(Photo: 240grupp-A.se Archives)
 

 

(Photo: Rolf Öhberg)

 


Oil radiator

Engine oil radiator - 6 liters in the whole system with radiator.
 

(Photo: Rolf Öhberg)

(Photo: 240grupp-A.se Archives)


Other Motor data
 

Equivalent capacity

(x 1,4 with turbo): 2.998cc.
 

Bore x Stroke 
 
92,3 mm x 80 mm.
 

Valve dimensions - Inlet and Exhaust
 
Inlet Ø44 mm.

Ehhaust
Ø35 mm.
 

Turbo
 
1,20-1,45 bar and 17-21psi, the turbo boost starts @ 3.000 rpm and reaches max charge @ approx 6.600 rpm and stopped @ 7.000 rpm. (This was controlled electronically between 1,2 to 1,5 bar depending on the temperature in the engine.)
 

Maximum power 1984-1988 (hp - horse power - all numbers can be adjusted)

-250 hp @ 6.000rpm (186 kW) > 1983.
-295 hp @ 6.000rpm (220 kW) > 1984.
-320 hp @ 6.600rpm (250 kW) > 1985.
-340 hp @ 6.600rpm (250 kW) > 1986.
-340 hp @ 6.600rpm (250 kW) > 1987.
-360 hp @ 6.600rpm (270 kW) > 1988.
 

Maximum power in Nm (Newtonmeter) & Rpm (Revolutions per minute). 

400Nm 4.000-6.000 rpm (420Nm 4.000-5.5000 rpm - 1986), maximum power at 6.600 rpm. (Note that in 1984 the numbers was somewhat lower to preserve fuel.)