More Info
Frequently Asked Questions
Answers to your most frequently asked questions.
• Engine Questions• 123 Distributors
• Transmission Swaps
• Mikuni Carbs
• Head Porting
• Manifold Questions
• Suspension Springs
• D Jet Fuel Injection
• What oil should I use?
• Just bought an 1800, what should I do to improve the performance on a limited budget?
• What should I check on the engine of a recently purchased 122 ?
Tech Articles
• Installing the Supercharger Kit• Mikuni Carb Installation and Tuning Instructions
• Supension Spring Installation Instructions
• Chassis Dyno Testing - April 2003
• Head Porting - March 2001 with Updates
• The Leak Down Test - February 2000
• Volvo B20 Head Identification
• Rearend Conversion to Ford Drums and Axles
• Engine Break-in Procedures
• Oil selection.
• MGB - Dual HSR Mikuni 42 mm Installation - Replacing HS4 SU carbs
• Volvo B18 and B20 Valve Lash Adjustment
Other Articles
• Vintage Volvo Performance: Part 1 - A Brief Performance History
• Vintage Volvo Performance: Part 2 - A Street Car Project
• Vintage Volvo Performance: Part 3 - Supercharging
• Vintage Volvo Performance: Part 4 - V8 Conversions
• Vintage Volvo Performance: Part 5 - Development of the Production Supercharger System - With 2009 Update
• Robert Cumberford's Account of the Original V8 1800
• Our 1994 Vintage Race Season
• April 2010 California Trip
Dyno Tests
We have been doing dynamometer testing for 20 years and have been fortunate that most or our testing has been done on the same Superflow chassis and engine dynos. Both dynos are sophisticated computer controlled units which can run tests in several different ways, and are equipped with sensors that allow for the application of accurate correction factors as well data well beyond simple horsepower and torque numbers. This has allowed us to accumulate a consistent database of test data on both stock and modified engines which we use to evaluate further modifications.
Care has to taken in making comparisons of tests done on different dynos, as there are a wide variety of variables, including different types of dynos and dyno tests, that can influence the numbers other than actual differences in power. Because of the numerous variables that can affect the numbers I am usually not concerned with whether one of our engines produces more or less power than someone else's on another dyno - the real test for power comparisons is on the track. But rather than being an ultimate test for power or bragging rights, when used properly the dyno is an excellent tool for use in development, testing and tuning. Continuous use of the same dynos, under consistent conditions, allows us to make accurate evaluations of changes as part of our engine and parts development programs.
When looking at the dyno charts below it is important to look at the overall power curve, instead of focusing on peak numbers. Street cars in particular need a broad power band with good power on the low end as well as at higher rpm. Good throttle response and high torque is often more important than high rpm horsepower. Looking at the average power over the design rpm range is often the best way make comparisons.
Below you will soon find an evolving selection of our dyno tests, divided into sections, that can be used to help you make engine and parts choices. Some of the charts are based on wheel horsepower, others will show power at the crank or contain both numbers. If you have questions about the dyno charts, or want more information, please let me know.
• MGB Dyno Test
• Supercharged Dyno Tests
• Race Engine Tests B18 2.3 stroked v 2.0