This is our company test/race/utility vehicle. We are the original owners of this ex-family vehicle.  It is an 1988 245 dl,  it came with beige exterior/ brown vinyl interior.  Autotrans, Manual Windows, power locks, Air Con, powersteering.   Everything you would expect from a run of the mil family wagon.

This car was first autocrossed back in 2000 with Martin Motor Sports in Orlando Fl.
The setup used in 2000:

Initially it was Virgos (15x6) with Kumho Ecsta 712  205 / 55 / 15
IPD 25/25 swaybars
240GT firewall to strut tower braces








The car still needed alot of improvment to not be an embarrasment.

The following parts were added.

Corona Wheels (14x5.5) with BFG R1 205 / 55 / 14 R compound tires
Volvo R-Sport Green Label Dampers
Lesoforthes Springs



The setup left a lot to be desired but was better then the factory configuration.  The car was still unbareably slow with the auto trans, stock motor, and stock ECU.

The car stayed in this trim for several years.

In 2004 we acquired parts from several different model Volvos to turbo charge the factory b230F motor for a low budget power increase. 

Garret T-25 from a 1991 940 SE
700 series Intercooler.
700 series Intercooler piping.
A LH2.2 Turbo 541 ECU from a 700 series turbo.
700 series downpipe.
700 series turbo fuel rail assembly.

With this setup we kept the factory ignition system (NA) and used upgraded fueling components.   The max PSI that could be used with out predetination due to ignition computer was 5-6.   This made the car much quicker and less boring for the time being. 

The increased torque from the turbo killed the aw-70L transmission so at that time the car was converted to a M-46 manual transmission from a 240 turbo.  A great improvment in overall vehicle response and enjoyment. 

The factory NA igntion in combination with the 9.8:1 compression ratio was not a good comibination, there are two routes.   The first is to convert the car to use an ignition system from a turbo car, one that can retard timing when it sees a boost signal.  The second is to convert the car to a standalone fuel and spark management system.  

The second option seemed better in the long run as eventually I would increase the engine output and the factory fuel and swapped ignition system would not be suitable for my goals.   Megasquirt, an open source project, was chosen to be the fuel and spark management system as it was very cheap to purchase and has a large support and development base.  The factory wiring harnesses and ecu's were removed the vehicle and a new harness was created.  The factory distributer was retained and utilized the built in hall sensor to provide Megasquirt with a timing signal.  An Intake Air Temp sensor was added to the intercooler piping and a Manifold Air Pressure sensor is integrated into the Megasquirt PCB.  

 

On car footage from Hyperfest 2008



Auto-X footage from Fedex Field

Dyno Video