FWD Newsletter September 2009
Page 2: Compressor Bypass Valve, Tune Ups Tech Tip, Accessory Transmission Cooler, Automatic Trans Flush Hose Kit, Flame Trap System, 2009 ipd Photo Contest

• Delayed boost developement or low boost across the board
• 
Fluttering or surging when closing the throttle when in boost
• Erratic boost developement

The stock spring is 8 lbs and good for up to 12 lbs of boost
. The included blue spring is 10 lbs and good for up to 15 lbs of boost
. The included red spring is 14 lbs and good for up to 21 lbs of boost.

It's better to go conservative with your spring selection, if you're running 16 psi boost, run the 10 lb spring as it is the closest given your boost pressure. If you're pushing 18-19 psi then step up to the red 14 lb spring.

The days of a full featured tune up are gone and vehicle maintainance has gotten a bit easier, but it has also gotten more critical. It always seems to be the ‘little things’ that get forgotten. Anymore, timing belts don’t just leave you stranded when they break, they can also cause engine damage. Forgotten spark plugs, wires, cap and rotors are still found on models through 1998 and can rob precious fuel mileage. Of course don’t forget the transmission. Poor quality fluid, contamination, and heat can cause trans fluid to wear and breakdown. This only sounds like a ‘good idea’ to change and doesn’t seem to be such a big deal but consider that the transmission fluid viscosity directly translates into how well engine power can be harnessed at the torque convertor and transferred to the wheels. Thin worn out fluid means poor transfer of energy and results in lower fuel economy. Worn fluid is also contaminated with metal, which acts as an abrasive as it is pumped under pressure throughout the transmission dramatically shortening the lifespan of the transmission. Take a few minutes and consider your vehicle’s state of tune, and don’t forget the little things!

ipd's transmission cooler kit features a Swedish made Setrab hi-efficiency bar and plate cooler and high quality hoses with Aeroquip fittings. Kit includes custom brackets and lines pre-installed so installation is a breeze with the included instructions!

Takes about an hour to install with no cutting or drilling required. Our kit attaches to your Volvo's lower Air Conditioning condenser mounting bolts to centrally mount the cooler for maximum air flow. The stock transmission cooler return line is disconnected from the transmission and attached to the ipd cooler and the ipd cooler outlet line attaches back to the transmission.

Volvo sold an accessory transmission cooler kit for these models for around $450 and it used an economy tube and fin cooler and plain rubber hoses you had to cut and clamp into place! Volvo discontinued their accessory kit in 2008, so we developed our own kit.

This cooler is ideal for Volvos that tow heavy loads or have increased the output of their Volvo and want to protect the transmission by helping to maintain proper fluid temperatures.

Since our flush hose kit for rear wheel drive models has caught on, we decided to develop a similar kit for front wheel drive models.

Our kit is simply a five foot length of petroleum-safe hose, and we include a new clip to reconnect the transmission line at the radiator trans cooler port. With the included instructions you can safely flush and replace the transmission fluid in about 20 minutes.

Volvo’s refers to their positive crankcase ventilation (PCV) system as a ‘flame trap’. This system has been used on Volvo models as far back as the early 70’s. Its purpose is to recycle or reburn the combustions gasses and unused fuel that leaks past the piston rings and into the crankcase. The amount of vapors generated in a turbo engine are such that if the flame trap system is clogged it can actually push engine oil past seals on the crankshaft and cam shafts. The system is made up of few basic parts starting with an oil separator that allows any suspended liquid to condense and drain back down to the oil pan. There are also a number of tubes connecting the oil separator box to three passages in the engine block, and one tube running to the intake tract just before the turbo. This last tube is where the positive pressure in the crankcase is sucked out of the engine by the turbo and keeps the internal engine pressure in a slight vacuum. Infrequent oil changes, rich running engine, poor fuel/oil quality, and hard driving all contribute to carbon buildup which is the main cause of oil separator box clogging. To access the flame trap system you’ll need to remove the intake manifold so pickup and intake manifold gasket in addition to your flame trap parts.

Please visit the PCV system under the Engine Mechanical section of our website for your specific model