Volvo V90 (965) w/ Ls1 and T56
04-27-2011, 08:37 PM
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This is a cut and paste from a for sale thead on Turbobricks, so the wording may sound funny. I've posted here and there on this forum, which has been an incredible help as I went thru this swap...
This is my 1997 Volvo V90 wagon. The car has 138k miles, the body is probably a 8+ out of ten with no rust, no dents other than the normal door nicks and stuff. The interior is good with the exception of the driver’s side seat bolster needing replacement and the radio not accepting the code. Like all these cars the car is loaded with power everything, windows, seats, remote locking, glass sunroof, climate control, high end stereo with a bunch of speakers. The car has the later IRS and rides well and handles decently. I have not done the suspension yet, that’s for the next buyer – just tighten it up, or go coil overs.
The drive train I installed, with no pre-made kit, is from a 2004 GTO with apx 38k miles. It’s a 350 HP all aluminum engine with a T56 six speed trans. The engine and trans is about 100 pounds less than the stock motor and trans. This puts the car in the 3300 – 3400 pound range, which puts you under the magical 10 pound per HP number. The car absolutely rips.
The car has milled GM F body exhaust manifolds going to dual 2.5 inch mandrel bent tubing to two 100 cell cats. From there the exhaust goes into a customized Edelbrock chambered muffler with dual 2.5 inch in, and singe 3” out. 3” mandrel bent tubing goes over the IRS, and enters a three pass turbo style muffler and out thru the original opening in the bumper. The car is not loud, but it certainly has a rumble at idle, and the volume goes up as the right pedal goes down.
All the required wiring is complete, and the car is now regularly driven. Things like back-up lights and stuff are still to be done. All the wiring is brought into the under hood relay/fuse box, which has been modified to include necessary relays to talk to the GTO computer.
A combination of Corvette, GTO and Volvo 240 clutch components adapted the GM hydraulic clutch to the Volvo body.
The engine was positioned so the modified GM shifter comes thru the floor and allows the use of the stock console with the seat heater switches etc. A shortened two piece drive shaft connects the GTO trans to the stock rear end. Aluminum motor mounts meet the GTO motor mounts with a customized cross member. There are no drive train vibrations up to the 100 mph I’ve driven it. ABS and the SRS systems were not affected by the swap and work with no lights.
The original radiator has proven up to the task of cooling the engine with a two speed electric pusher fan. I'm still screwing around with fan controls, but will get that sooner or later.
The car runs excellent, never missed a beat since the first time it started. It has working O2 sensors, and the OBDII system is up and running with no codes.
It's been a lot of fun, expensive, but still a fun project.
I'll add more detail photos after I up load them to photobucket.
Asking $8300 with the stock wheels. Two other sets of wheels available. Car is now lowered in the front, the front suspension has been rebuilt, and has new rear shocks.
This is my 1997 Volvo V90 wagon. The car has 138k miles, the body is probably a 8+ out of ten with no rust, no dents other than the normal door nicks and stuff. The interior is good with the exception of the driver’s side seat bolster needing replacement and the radio not accepting the code. Like all these cars the car is loaded with power everything, windows, seats, remote locking, glass sunroof, climate control, high end stereo with a bunch of speakers. The car has the later IRS and rides well and handles decently. I have not done the suspension yet, that’s for the next buyer – just tighten it up, or go coil overs.
The drive train I installed, with no pre-made kit, is from a 2004 GTO with apx 38k miles. It’s a 350 HP all aluminum engine with a T56 six speed trans. The engine and trans is about 100 pounds less than the stock motor and trans. This puts the car in the 3300 – 3400 pound range, which puts you under the magical 10 pound per HP number. The car absolutely rips.
The car has milled GM F body exhaust manifolds going to dual 2.5 inch mandrel bent tubing to two 100 cell cats. From there the exhaust goes into a customized Edelbrock chambered muffler with dual 2.5 inch in, and singe 3” out. 3” mandrel bent tubing goes over the IRS, and enters a three pass turbo style muffler and out thru the original opening in the bumper. The car is not loud, but it certainly has a rumble at idle, and the volume goes up as the right pedal goes down.
All the required wiring is complete, and the car is now regularly driven. Things like back-up lights and stuff are still to be done. All the wiring is brought into the under hood relay/fuse box, which has been modified to include necessary relays to talk to the GTO computer.
A combination of Corvette, GTO and Volvo 240 clutch components adapted the GM hydraulic clutch to the Volvo body.
The engine was positioned so the modified GM shifter comes thru the floor and allows the use of the stock console with the seat heater switches etc. A shortened two piece drive shaft connects the GTO trans to the stock rear end. Aluminum motor mounts meet the GTO motor mounts with a customized cross member. There are no drive train vibrations up to the 100 mph I’ve driven it. ABS and the SRS systems were not affected by the swap and work with no lights.
The original radiator has proven up to the task of cooling the engine with a two speed electric pusher fan. I'm still screwing around with fan controls, but will get that sooner or later.
The car runs excellent, never missed a beat since the first time it started. It has working O2 sensors, and the OBDII system is up and running with no codes.
It's been a lot of fun, expensive, but still a fun project.
I'll add more detail photos after I up load them to photobucket.
Asking $8300 with the stock wheels. Two other sets of wheels available. Car is now lowered in the front, the front suspension has been rebuilt, and has new rear shocks.
Last edited by mikezohsix; 07-28-2011 at 06:02 AM. Reason: added price and updates
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05-16-2011, 09:37 AM
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sooo...wait...you're selling it? I was going to do a V90 next if my old 240 swap went well. But why re-invent the wheel...heading over to turbobricks to find the ad now. 
05-16-2011, 07:48 PM
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05-17-2011, 03:39 PM
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05-17-2011, 08:18 PM
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plus, it's in a pretty protcted area behind the headlight.
I did install the cold air duct from the volvo that fed the air box. It has a reverse facing inlet to keep the rain from coming in, and gives cold air to the new air inlet and cools the PCM.
06-25-2011, 11:00 PM
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I've seen a few people comment about doing a V70 after seeing these types of swaps and they're always shot down. V70 came in AWD (XC, R, AWD) so there are models of V70 that can be obtained cheaply that already have a RWD setup out back and a 2-piece front to rear propshaft (though you'd have to replace the viscous coupler at the back end). I wouldn't dismiss the swap so quickly...they're much more solid feeling and nicer cars than the RWD line of Volvos, IMHO. I've owned a bunch of both.
My .02...I'm still doing a RWD (245) for now to keep it light and cheap but if a clean V70 awd comes along for the right price, it might just happen.
My .02...I'm still doing a RWD (245) for now to keep it light and cheap but if a clean V70 awd comes along for the right price, it might just happen.
06-26-2011, 11:34 AM
#20
I've thought about the later model volvo's too. I have no measurements, but assume the tunnel would need to be well massaged as it's not a tranny tunnel, just one to get the prop' shaft to the rear end.