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RT Mechanics Volvo Specialist Demo 854 T5R Yellow 591hp/524

I also decided to run the car with a dump valve for safety reasons as I did not want to risk damage to the turbo, ie blades bending etc. I would only ever recommend that a dump valve is run with the larger types of turbo, as I had found many years ago when I had brought an Escort Cosworth with one fitted and was advised to remove it to improve the throttle response! I did remove it and it was never refitted!

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ENGINE MOUNTS

I had been having problems with the engine mounts - not really a surprise as they are working over time for me. I looked at what could be improved and thought it would be a good idea to send a bulkhead mount to Powerflex, a poly bush company to see if they could make me a stronger mount (in yellow of course) and also a new top engine mount (which only seemed to come in purple - they made it for me in yellow!).

I also had the lower gearbox torque mount made for me in poly as well which would help with the rearward movement of the engine under high load. I also had an idea one day while looking under the bonnet of some very high powered Evos –

I noticed that some of them run a engine damper on the offside strut. I thought this would help another problem area I was starting to get with the engine mount under the cambelt. It kept braking even after 100 miles !! I decided to borrow an idea I had seen while at MA Developments - on one of their many high hp Evos, there was an engine damper kit. I thought I may be able to get it to fit the Peril somehow -,if it didn’t work I could always use it on my own Evo 6, so had nothing to loose and bought one.

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I got Andrew on the case as he loves making new parts where he can and he soon managed to re shape the small bracket and we thought we would fit to the Pas pump housing:

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Early tests showed it had made a massive difference and looked like I had solved the problem

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In tests so far it works a real treat so hopefully that’s another problem sorted






RACING SEATS, HARNESSES, INTERIOR & REAR STRUT BRACE

I started to focus my attention on the inside of the car - manly the seats and the seatbelts. I tried out a few different seat designs and had a ride in a friends Mitsubishi Evo 6 who races in the time attack series and was impressed at how well his seats fitted me. They were made by Japanese tuning company called D2. They made a very light and strong seat which is what I needed, so new suitable custom made seat frames were made for the new seats.

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I now needed the correct harnesses to finish the job, so again went for a quality make. Willian’s harnesses are very well known and are well proven so I was happy to use them. Its amazing how many people that run harnesses in their cars for track days etc get the angle dangerously wrong with the rear belts!! A suitable anchor was made which would also make a good strut brace to help stiffen the rear of the car nicely. I had wanted to keep the standard carpets and interior at first but soon realised the carpets would have to go with the new seat frames etc and the stripped look slowly grew on me. I started to really think how the stripped look would look at its best so decided to remove any parts I did not need - any brackets and other fixings/roof lining etc had to go along with the sunroof cassette…..

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This then gave me another problem - what to do about the sunroof hole?? I was trying to save weight but also wanted to give the car more strength as well….

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THE ROOF


I looked into the costs involved in having a plate made and welded into the roof panel to fill the hole, but by the time the panel had been made and welded into place, the roof filled and re painted, we decided to see if another roof skin would be easier to fit as we could do the work ourselves.

My brother Andrew had already been brave enough to do this work on his own car (an Evo 2) so we decided this would be the way for us so I started to strip and remove all the sealant that was hiding the spot welds on the roof ready to drill them out.

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We decided to start to drill out the spot welds of the second hand roof to see how the skin would come apart before we started any drilling on our car!! As we started to strip the metal back I was shocked to see how many layers of metal there are holding just the roof on. You can see why Volvos are such strong cars and are so well made.

We decided to do something a bit different - the risk of not being to remove the original roof skin was too high as it would right off the car in one fal swoop, so we decided to keep the original roof in place for maximum strength and weld/bond the new roof over the original. Andrew must have spent 10-15 hours grinding down the roof to just a skin ready to fit it.

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We then prepared the roof ready for the swop over. The paint had to be cleaned off to bare metal as this was the best way for the bonding material to work. We then added the new roof to the car and welded it front and back - this was then left for 48 hours for the bond to make and suitable weight was put on the roof to be sure of a good contact. The hole from the sunroof was then sealed from the inside.

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The Peril has many special visitors while all this work is done after hours……

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At the same time all other items that were not needed (where possible) were removed and the wiring was hidden as much as possible. I stripped the rear doors of everything other than the door locks and locked the rear windows shut as I would not have any rear passengers to worry about any more.

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ROLL CAGE

I had been thinking for a while about having a roll cage fitted to make the car as strong and safe inside as possible in case the worst ever happened, as I had planned to do a few top speed runs in the car

The cage would run over the roof line and down behind the dash area with a strengthening bar across the doors and a rear diagonal bar. In the rear support plates had to be made and fixed in the floor behind the front seats and plates for the front bars below the dash area.

I had to make sure that the screen view was not disrupted by the cage, so it had to be fitted as close as possible to the windscreen pillar. I had studied a few other designs of cages - quite a lot of them are in your line of vision when driving on the road - I’m going to be using the car mostly on the road so did not want to block a motorcyclist etc from my view etc.

The cage started off with this :

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We made a bar across the top of the windscreen area for extra strength - the material used was CDS 2 (cold drawn steel). We also decided to place strengthening plates down the windscreen pillars. The metal was bought from a local company and we started to measure out the lengths and the bends needed (the roof being the worse with different angles at different points. I bought another dash board as I thought it was time I got rid of the wood effect that is a standard T5-R fitment! I then had to start to cut the dash board around the roll cage where it fitted which took a long time to get it exactly how I wanted it.

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RE-WIRING / WIRING LOOM

By this time the final look I wanted to get from inside of the car was in full flow and so I decided to move all the wiring that would be seen down into the left side of the car. A very good friend who is rather handy at looms and has a very high attention to detail made me a new loom and gave me a full wiring diagram in case I ever have a problem, which is a really nice neat touch.

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I decided to run one loom of 20 wires down the N/s of the car to keep the inside as neat as possible so the look inside went from this

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TO THIS

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Its amazing how many very powerful cars are running on a very poor standard of wiring. Many people put lots of extra load on standard wires that are not designed for such things. My great friend spent over 70 hours on the wiring alone - this gives you some idea of how much work has gone into such a thing.

FULL RE-PAINT

As the Peril had had various parts of paintwork done over the years, we decided to completely repaint the whole car - the roof was needing some paint, the interior and cage had to be painted, and I also wanted to change the front wings as I had been a little over enthusiastic with the grinder on the inner lip - I had needed to make as much room for the wheels and tyres as possible - what I should have done is had the arch’s rolled properly (you live and learn!)

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The car was slowly stripped. The doors went to the body shop first to be prepared and the rear spoiler was removed along with any sound deadening.

A great customer of ours gave me a very good idea in the middle of all this - he suggested to see if I could get hold of an 850R rear spoiler which has the extra lip on the end, as this may help with the rear of the car at high speed. Even if it didn’t help at high speed, it would be a neat little change to the look of the car and I was lucky to find one and added this to the list of parts to be painted.

The car was delivered to the body shop and left for a few weeks to be prepared and painted

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The re paint started off with the inside of the car - all the doors etc were removed and the cage etc was done first

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With the inside being finished, it was time to start on the outside

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I of course had no stereo, so the antenna mast was not needed

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I popped in again after the major paint was done

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It was then the turn of the bonnet boot lid and the doors

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The car was given a full machine polish and the final prep began

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At the same time, we had started a relocation to much larger premises for the business:

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……..so the car took a back seat for several weeks while the move was completed over the long easter weekend. The final stages of the move were completed over the weekend the Peril was delivered to the new unit looking like a new pin. I was over the moon with the job - the car looked better than new. It was great to have the car painted in all the small areas that Volvo never paint - it had several layers of lacquer to make it shine…..

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I had been arranging the many, many boxes of Peril parts and now due to the larger building I had my very own engine build area and lots of racking and shelving to store all the Peril parts during the re build. This was a great help and enabled me to sort out the different areas of the car - fuel system, brakes, engine intake etc etc .

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I also took over one of the ramps - a four poster, which made the Peril so much easier to work on.

I had at first decided to re build the engine ready to be refitted – I would then concentrate on the rest of the car. I have never had to dial new cams into an engine so this was a new practice for me. A trigger disc was purchased for the crankshaft to measure the true Top Dead Centre (TDC) of the piston - as the new cams are custom made there is no easy setup and as the block was decked and the head given a very light skim, the standard Volvo timing marks were no use to me.

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I had a spare cam cover so thought I would use it as a test cover to make sure I could properly dial in the cams. At the machine shop I use they do a few Volvo engines so we decided to share the cover so that they can easily set up the shims on the later heads for solid lifters. They made such a lovely job of the liners they had made for me, I was happy to let them share it.

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While the tubular manifold which had been made for me was in storage, I had noticed that the ceramic coating was starting to come off. This was a shock as the manifold had only done 1500 miles since the silver coating so the company I used (Zircotec) were called and they kindly came over to inspect the coating. They where also shocked to see the state of it and kindly offered to strip and re coat the manifold – this was a great relief to deal with such a decent company that are true to their word and just want happy customers.

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I decided to have the manifold re done in the charcoal finish this time
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I then added the rest of the parts to the engine including the turbo (GT35 with a ported shroud and external wastegate).

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The engine was now complete so I slowly but surely started to sort out the wiring inside the car ready for the dash to be refitted - all the time being very careful not to scratch or damage the paint work!

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After what seemed a very long time I managed to re-wire the new dash (AIM) and get rid of the wood effect part

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I had brought a few sheets of carbon fibre to help tidy up the dash and glovebox area with the four switchs I would need to have the launch control/anti lag/heater fan/traction control I had two spares too in case I wanted to add more items to the car .

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Rod also added a low level light for the water injection.

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I also started on the engine bay refit adding all the pipes/and wiring looms to the car - they would mostly live inside the chassis legs

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REMOTE BRAKE SERVO

A new part I had to have fitted to the car was a remote brake servo this was something I had started to look into when I first realised I would need a pedal box assembly , as I did wonder how it would be to drive with the car without servo assistance but for a time was happy with the brake feel and found the brakes worked very well all you had to do was press the pedal a bit harder!!

I had pointed out to me a unknown to me a grey area of the mot rules that state if a car leaves the factory with a servo it must have one fitted so I had no choice but fit one I did not want to be running an illegal car so was happy to look into a solution.

I did even check with vosa about the details and found it to be correct there must be hundreds of rally etc cars that don’t run a servo without a problem but wanted to be safe. I then looked into what I needed to do I was not sure if I needed a single servo or a duel servo (I have two master cylinders) so searched long and hard to find a duel servo system this proved very hard and no-one I spoke to in the rally/historic race world knew of such a thing (or the MOT rule !!)

In the end I had a real piece of luck :

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I found a company that made just what I needed I quickly ordered one and set about working out where to fit it I had spent much time getting the inside of the car how I wanted it to look so did not want it in view .

The new unit turned up and I set about deciding where to put it I found that it would just fit nicely into the old glove box area so was very pleased to hide it ,I was looking forward to trying out the brakes with the new set up .

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MORE FINISHING TOUCHES

As the subframe is now seen so much, I thought I would have several parts and brackets powder coated in silver and a few in black

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I also fitted the new alloy sub frame bushes that my local machine shop made for me - I was sure this would make a big difference to the front of the car, as under power you could feel the subframe trying its best to leave the front of the car !!!



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I started to add the wishbone arms etc to the subframe ready for the engine and gearbox to be added

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I bought new gear control cables and added some brass bushes to the ends to help the gear feel

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And poly bushed the lower torque rod

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This pic shows the longer bolt I have used for the pick up for the traction control I run on the Sm4

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ENGINE GOING BACK IN

I was now getting ready for the engine and gearbox to go in. I used some very large straps as I did not want an error while lifting the engine onto one of our work trolleys. I first removed the subframe and fitted the steering rack etc to it ready to meet the engine and box

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I covered the engine bay sides with cloths just in case of a slip:

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In she goes !!!!!!!!!

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Andy and the team decided to put a small sign in the shot for a joke
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Now that the engine was in place I soon set about connecting all the extra parts back to the car (intercooler/rad hoses etc etc etc )

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FITTING RE-PAINTED PARTS

I then added the freshly painted front panel

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I also kept busy when I fancied a change of jobs on the car and fitted the fuel tank and the new loom for the fuel pumps/speedo/fuel gauge

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I was so pleased with how all the freshly repainted parts looked that I decided to buy all new trims/mouldings, rear glass etc etc etc. This cost a huge amount as Volvo trim items are not the cheapest to buy !!!!

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With a bit of help we finally managed to fit the 850R rear spoiler

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On went the wiring loom for the engine
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The late nights continued for three months - I worked a full day at RT then stayed until late into the night every night as I had to get the car up and running as soon as possible - it started to pay off as it was nearly time to start the car……..

The last time I ran the car, I had one problem - the top rad hose ran so close to the boost hose and the pass return line that it snapped the line clean off the pump, so I had to make a change to stop this from happening again…..

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TYRES

I managed to borrow an unused Dunlop D01J from a great friend…..

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I wanted to see if I could get away with running 235/40/18 but with the ride height I wanted, it was not going to be possible. The last thing I wanted to do was risk damaging the new wings so I needed get 225/40/18. I decided to use the excellent Dunlop D03J’s - I did not want to risk buying cheaper cut slicks like some you see.

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THE PERIL IN MOTION AGAIN!

I was soon at the stage where I was ready to drive the Peril around our car park, just to get the wheels moving again under her own steam. This was a great moment for me but I still had lots to do ie, brake lights, reverse lights etc etc etc but it was great to drive again.



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HEADLIGHTS & FIRE EXTINGUISHER

After a few comments from customers that had had a chance to see the Peril several times during the re build (they thought the headlights I had bought did not suit the car) I decided to buy new standard lights from Mr Volvo:

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I also bought a fire extinguisher to have to hand should the worst ever happen

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THE FIRST DRIVE PART 2

It was a very exciting morning one Saturday when it was finally time to drive the car properly again after 9 long months. It was time to start to enjoy the car again and run the engine in for a few hundred miles at half a bar of boost. I wanted to do this as soon as possible so every night that week me and a lucky passenger went out for a good couple of hours each night with a varied course - we even popped into the Goodwood race track as its only down the road from work.

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We continued to do more late night runs with no problems at all which was a great relief

I wondered how many trips I would be making to my favourite shell garage on the A3 at Liphook !!!

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RE-MAPPING THE ECU

I travelled over to see Mark Shead my Autronic mapper and teacher who is slowly helping me learn how to map my own car. We started off doing a few runs to start to give the Peril some decent amounts of boost now that the engine was run in after the late night runs with half a bar of boost so out we went :

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MAD’s unit was full of all very high hp cars as usual, most put the Peril’s hp in the shade with their power outputs including one very well known Sapphire Cosworth which runs at 2.9 BAR !!! and over 700 hp 

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We started off with just the general driveability and throttle response of the car - a few people have asked how much of an animal a fwd Volvo with 535 hp is to drive - well I can honestly say that you can quite happily drive it as a normal car without any dramas in heavy traffic - the car is happy to trundle along with the flow of traffic - even the paddle clutch is not a pain at all - not quite the “un driveable monster” a few ill informed people have said. If you use a good standalone ECU and THE BEST mapper you will have no such problems - of course you need to adapt your driving style but surely that’s common sense with the larger turbo’s. There is a large lever in the middle of the car called a gear stick - you can use it to great effect to help you 

We set the boost up to 2.3 bar as that’s where we got to last time. I was happy to go a bit further this time now that the liner problem was hopefully gone for good so we went up to 2.4 then 2.5 bar. I was happy to stay at this level as the performance at 2.5 bar is quite shocking. The Peril is like not other Volvos I have ever been in or probably will ever be in - I cannot wait to do a few performance tests on the car in the future.

We then set up the water injection and for now set this to cut in at a preset of inlet temp, so the SM4 handles all this side of the WI. When set up the SM4 can even control each WI jet individually - all very clever

LAUNCH CONTROL

While we were out we set up the launch control which works very well. All you do is come to a stop, turn on the switch then hold the throttle flat out - the SM4 takes control and holds the revs at 4.5 k - all you do then is lift the clutch….. easy…

ANTI LAG

Then it was the turn of the anti lag which is just for a bit of fun - no performance gain at all just some fantastic noises – There is nothing quite like a 5 cylinder Volvo popping and banging away 

Once we set up the traction control with a new chip for the SM4, I had to make a few practice starts for a future event…..

MORE FINISHING TOUCHES

I thought it was about time I put a heat shield around the silicon hose that comes from the compressor housing on the turbo as it runs rather close to the exhaust manifold!!!:

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I even managed to get a carbon look remote control for my alarm which matches up with the dash

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When all of the underside was stripped and repainted I had some extra plating made around the jacking points - this was starting to get marked again so I had bought some checker plate and cut it to shape,,,,,

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I had a nice surprise when I went down to Beaulieu - in the museum there is a section on Volvo and a picture of a nice young looking Peril 

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Finally, after many months of wanting to have The Peril weighed I had the chance

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The wife has even started to take a few pics of the Peril

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I even managed to get a picture of The Peril on the Top Gear cool wall – it should have been further to the right if you ask me !!!

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PREPARING FOR THE THE BRIGHTON SPEED TRIALS
 
I have had a date in mind to aim for completing the Peril 100% since last September when I made my yearly trip to the Brighton speed trials.

I thought this would be a great event to put the Peril into as I have been going for a few years and have never seen a Volvo enter.

I decided that I would not have time to call it the finished spec as the delays with the custom cams have cost me dear, so would run the car for the Brighton Speed Trails in its current form which is a long way off the final spec.

The Brighton and Hove Motor Club is a great club to be part of as they do several good events each year. I was a member a few years ago when I was doing the Porsche racing. You cannot just enter the speed trials you have to be invited, so many months ago I set about getting my invite. Back in June this year my invite came through and I sent off my details as quickly as I could as I did not want to miss it as the event is always over subscribed.

The pressure was now on to get the car ready as soon as possible so more late nights and weekends helped a lot.
The testing continued - I had decided on a evening run out with a few weeks to go before the Speed trials to a RS Owners club meeting which I used to attend when I had my Escort Cosworth. I have many friends there so thought they might like to see some thing a bit different!!!!!, Me and my great friend Mark (who has been a true friend helping me after hours and weekends for many many months without a complaint!!) set off to Staines Rugby Club for the evening. As we came off the main road down to a round about I slowed in the traffic and went down to first gear. I pulled away and the gearbox made a very strange noise (like I now had straight cut gears!!) I changed to second and the noise was the same !! 3rd 4th and 5th were fine !!

GEAR BOX ISSUES

I had wondered how long the standard gearbox would last even though I have seen many internet guessing games say they are fine for a 5-600 hp car. Maybe I was unlucky, so time would tell. I drove the car home without a problem just a noise in 1st and 2nd still.

I thought the only route I could take was to use a brand new exchange box from Volvo so took a deep breath and ordered one!! The new gearbox was sent to our gearbox company and the gripper diff was swopped over into the new unit, this in its self was not straight forward as the new Volvo gearbox was not without a problem! The gearbox company called me to tell me the roll pins in the lay shaft were not there!!!! If the box had been fitted to the car as it arrived it would not go into gear! This problem was easily sorted but annoying - even brand new parts can be faulty.

The clock was now ticking as the speed trials was only two weeks away so I had very little time to get the engine/box back into the car and run up and tested so the late nights started again.


WHEEL REFURBISHMENT & FRONT SPLITTER

I had always wanted the wheels in anthracite to finish off the look of the car so had this done ready for the speed trials. I also finally added my carbon fibre front splitter which I had been looking forward to adding to the car.

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THE BRIGHTON SPEED TRIALS

The days before the speed trials went very quickly and the night before we put the numbers on the car ready for a very early start. I also had a small amount of sign writing done so people would know who the mad guy in the Volvo is. We set off for the speed trials at 6am sharp - thankfully the weather was fine and dry:

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We set off for the run down to Brighton and soon arrived and set up camp

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I was very proud to finally make it to the speed trials so with my virgin race suit/gloves and a borrowed crash helmet from a mate I was ready.

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The other cars all started to arrive - such a wide range of cars, just about every year and make you could ask for…. and one very yellow Volvo!

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I was very pleased with all the many nice comments made about the car – it drew lots of attention all day long. I even had a very nice lady with very bright hair grab me and ask if I would be happy to do an interview for sky TV!! All very embarrassing and not me at all but I thought why not - the lady was very impressed and said it was her favourite car of the day and she has even booked a ride and another feature of the car :

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The time came for my first practice run at about 10 am so I lined up. I thought I would try a run with the launch control on and the anti lag just for the great noise. Due to all the problems with the gearbox and thoughts of the clutch giving out in the days before the event I had no chance to practice at all so I lined up and off I went. The start was terrible and did a 15.8 !! Terrible but it was rather fun though and I put it down to experience, or lack of it in a racing situation under a lot of pressure!



I had not been told how many runs I would be getting but after chatting with my neighbours I found out I would only get one more run so thought I would try with no launch control (which I hadn’t had time to practice with) and just use the car as it was.. So off I went and lined up for the second time. This time the start went a lot better and I was happy with my 13.83 @ 114 mph - still a long way off the best time in the car from looking at other Volvos times but will never be able to beat a good friend in Sweden who runs a 10.64 @ 144 mph !!!!!!!!!!!!!!! Good luck to him with his next goal which is under 10 sec next year!

The day had been fantastic - I was hoping to have some more runs but for the class I was in, that was may limit. I had a great day and met some very nice fellow car lovers. I also had many customers come and support us which was very kind and lots of people came over and said what a nice neat job the car was, especially how under the bonnet looked which meant a lot to me after all the hard work.

I have found lots of pics people took on the day :
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So far is my favourite :
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At the end of the long day my brother Andy drove the Peril all the way back to RT head quarters - he rather enjoyed his first decent run in the car…!

MORE GEARBOX ISSUES !!!

I spent the next week doing my commute to and from work in the Peril which was great fun to help cheer up the other fellow commuters. Unfortunatley on the way into work the following week disaster struck !!! Coming onto the roundabout on the A3 I slowed for second gear and the gearbox once again made the horrible noise. I could not believe that the brand new box had only lasted 200 miles !!!!!!!

I recorded a small video of the noise if you’re feeling brave :


I luckily had a second hand gearbox which I had bought about three years ago and have popped that into the car for now while we do a full strip of the other box to finally find a cure for the failures …..


This story is up to date so far I will have more to add and hopefully some performance times soon I hope you have enjoyed reading this half as much as i have enjoyed the challenge the project has set me and my great team of supporters and helpers....

I have had lots of help and support from the following people:

All at RT HQ have helped in a big way with the project :
My brother Andrew/Lucy/Derek/Mark S/
The 'Q' my great mate for all the help and long hours
Mark Shead of MA Developments
Rod T wiring etc
Andy (AndysR) and brother James
AP racing Brakes
Spec R alloy
Vehicle wiring products
Earls
Data spares (Dash etc)
Brighton and Hove motor club
Merlin Motorsport
Zircotec
Silicon hoses.com
Turbo Dynamics

And of course my long suffering wife Emma for the help and support with the ups and downs a project like this brings.
 
THE PERIL SPEC:

Spec :
1995 Volvo 854 T5-R

Ap 325 mm front big brake kit, with Carbotech XP8 Pads
Volvo V70R 330 mm Rear discs and R Calipers with Ferodo DS 2500 pads
KW Race two way adjustable Coilover kit with adjustable bump and rebound and camber adjustment, corner weighted
18 inch OE Volvo silver Pegasus alloys wheels
Tyres 225/40/18 Dunlop Do3J’s with road legal Cut slicks

Autronic stand alone SM4 ECU with complete wiring loom standard features Anti lag/full launch control/traction control

Autronic 500R CDI unit with 5 individual coils (Volvo 960/V90) new custom loom for unit to coils designed and made for us.
Walbro 255 in tank pump firing into Bosch 044 fuel pump and custom fuel filter
Siemens 830 cc fuel injectors

Volvo engine bay wiring all removed from engine bay and all other wiring hidden where ever possible

AIM Digital dash display covering all sensors for oil temp/water temp/oil pressure/exhaust gas temp/boost pressure/speed/tacho/gear number in a custom carbon fibre surround

Front fogs removed and brake ducts added
854 R rear spoiler (with the extra lip)
Built by RT Mechanics sticker

Complete strip and re paint of underside of car with Primrose yellow coloured underseal
Complete strip and re paint of bodywork antenna hole removed and any brackets removed fully repainted inside and out in primrose yellow paint.

All parts cleaned and repainted or Powdercoated to match
RT Custom Intercooler with three inch custom alloy pipe work .
RT Custom front panel modified and re strengthened
RT Custom modified re Strengthened bulkhead made to fit new pedal box design/steering column
RT Pedal box and brake bias valve
Large Girling design of brake fluid reservoirs
Momo Steering wheel 330mm

Complete Braided brake lines front to back

Aeroquipt hoses on all fuel and water lines
RT Spec Custom engine re build
Brand new RT Polished / ported and flowed 3 angle cut valve seats with RT Custom uprated valve springs, Head modified to suit new springs/inlet manifold flowed to suit throttle body.
76mm 960/V90 throttle body/ RT Custom design high strength Engine block liners/modified machined block.
RT High spec/high quality Conrod’s with uprated gudgen pins
RT High spec Pistons with high grade rings to our own design and all engine parts Cams/flywheel/pulleys/crankshaft/ pistons and rods were all dynamically balanced .
RT Custom out of billet cams designed by us.
Custom tubular exhaust manifold and 3.5 inch exhaust made in stainless steel re packable silencer for noise reg’s etc
Ceramic coating to manifold and downpipe sections and rest of system heat wrapped
Garrett GT35R Turbo running 2.5 bar
Tial 44mm external Wastegate with Autronic boost controller
Iridium Sparkplugs
K&N large cone filter
Spec R breather system with all new collector using Aeroquipt hoses and connectors
Spec R Group A dump valve
Volvo bonnet catch’s removed and locking Aero catch bonnet fasteners added .

ARP nuts and studs for all manifold and turbo connections
RT design heat shield around master cylinder area/transmission tunnel sections
RT Bonnet grille with Volvo flash
Interior completely stripped of all plastics (apart from dash), any excess wiring, carpets, rear window motors door cards, rear Volvo seats removed ,dash modified and replaced with a non wood effect look, carbon fibre inserts in dash, wiring hidden from view where ever possible ,sunroof cassette removed and replacement roof skin fitted over original.
Carbon fibre switch panel for heater/anti lag/traction control/ launch control

D2 front lightweight seats

Custom seat frames and runners

Willans 3 inch four point harness kit

Poly wishbone arm bushes/ Yellow Top engine mount bush/Powerflex custom made yellow poly bush bulkhead mount bush/lower torque arm mount poly bushes

Custom RT front straight strut brace

Custom RT rear strut brace incorporating harness attachment’s

Ipd Anti roll bar kit front/rear,

Adjustable Anti roll bar end links
Full Custom Roll cage with windscreen pillar supports
Modified design of steering support’s
RT designed upper side engine stabiliser mount with Strut brace fixing points
RT Custom made alloy subframe bushes

Carbon fibre boot trim cover,

Carbon fibre with yellow weave spark plug cover, and throttle body cover,

Carbon fibre front lip spoiler

Battery relocated to boot area with all new high gauge wire used through out

Aquamist Water injection kit with two jets controlled by the SM4
Water injection 2 litre tank with level sensor light
M56 Gearbox with gripper plate diff with high ramp angle
Helix full paddle cluch kit
 
RT Mechanics":mxudvpqs said:
Oldskoolbaby":mxudvpqs said:
Woody, I was so tempted with that Yellow R you showed me the other day!! This post just hasn't helped!


I have one word of advise DO IT :race:


Shut up!!! No no no no! Lmao

Seriously though, next to an Audi Ur Quattro, the 850R in yellow is an itch I am going to itch! Your car especially is simply stunning and a credit to you and your company.




As far as T5D5 is concerned, I traveled 300miles to buy a "spotless" 2004 manual V70R in green with the Taned leather I wanted. When I got there, it was a shed of a car. Then a week later I thought I'd give the clio v6 a looking........and here I am lol
 
Brilliant write up, and great engineering............. Ironically, about 6 - 8 months ago I was on the A3 North Bound and stopped at the shell garage in my daily commuter (Peugeot 406 hdi...... So you wouldn't have acknowledged my presence......LOL) and you were there fuelling up, with I'm sure a young lady in the passenger seat.

As I pulled up I'd aready noticed that this was no ordinary Volvo as it was totally stripped out, but not in the usual "Chav" way, and could see it was something abit special.

Just wished I'd been in the V6 at the time (Not that I'd have been able to keep up even in that, but in a Peugeot 406 I had no chance whatsoever.

Great Looking Car, and Done Properly.


:welcome: :welcome: :approve: :approve:
 
Jim Green":mutdnl2d said:
Brilliant write up, and great engineering............. Ironically, about 6 - 8 months ago I was on the A3 North Bound and stopped at the shell garage in my daily commuter (Peugeot 406 hdi...... So you wouldn't have acknowledged my presence......LOL) and you were there fuelling up, with I'm sure a young lady in the passenger seat.

As I pulled up I'd aready noticed that this was no ordinary Volvo as it was totally stripped out, but not in the usual "Chav" way, and could see it was something abit special.

Just wished I'd been in the V6 at the time (Not that I'd have been able to keep up even in that, but in a Peugeot 406 I had no chance whatsoever.

Great Looking Car, and Done Properly.


:welcome: :welcome: :approve: :approve:

Top post Jim. I'm picking up my 850-R tomorrow off Russ, after he's converted it from an Automatic to a Manual. TBH it was reading this story that lead me to choose RT Mech' to complete the job!

The Peril, as it's lovingly known, is even better in the flesh. Jim, you should pop in a see him sometime.
 
It would certainly be an interesting garage to visit, especially if he's still doing these kind of projects. Love to see jobs done properly.
 
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