anybody know much about dehavaland laylock volvo OD units?

[panZZer]

are they stout enough to stand up to yankee v8 power?

[P.C.]

Do you mean Laycock de Normanville?

[t walgamuth]

Originally Posted by panZZer

are they stout enough to stand up to yankee v8 power?

yes, as long as you don't get too crazy. Remember they had the fastest wagon available in the world back in the 80s or so with a high boost turbo so if you blow the tranny you can put in a beefier one.

Seriously though those volvos are tough. Seems like they might have a Dana 44 rear end. I think all the wagons had limited slip too.

[Mxfrank]

The laycock overdrive was meant to work with a Moss gearbox, so I guess you will be retaining the old crash box. It's a bit awkward to shift, as engagement was electric, triggered by a switch on the dash. The most powerful engine I've ever seen with these units was a Jaguar XK, figure 265hp gross (optimistic). You might ask the question of AC Cobra, MGB/GT V8, or Sunbeam Tiger folks. These cars had American V8's, and may have used British transmissions. You should also get some good response at jag-lovers XK or Saloons forums.

[panZZer]

Originally Posted by t walgamuth

yes, as long as you don't get too crazy. Remember they had the fastest wagon available in the world back in the 80s or so with a high boost turbo so if you blow the tranny you can put in a beefier one.

Seriously though those volvos are tough. Seems like they might have a Dana 44 rear end. I think all the wagons had limited slip too.

I did not know much about Volvo'z I thought the average doner for one of these from the bone yard would be a slant 4 banger wagon.

[t walgamuth]

The fastest wagon in the world was a four banger with a largish turbo, IIRC. Here is a portion of an article I found:

Then there’s the GLT Turbo version of the 240, first built as a sedan for the race circuit and then created as a wagon so consumers could enjoy its added power. Volvo turned their best-selling vehicle into a performance car that could operate on the European Touring Car Championship, adding a Garrett AiResearch BT03 turbocharger to their 2.1-liter four-cylinder and bumping up the power by 50 horses to 127 and 150 lb-ft of torque. It marked Volvo’s first use of turbocharging since their inception in 1927.

But it wasn’t enough to just add horsepower: the car had to possess improved handling dynamics. Suspension was enhanced via added gas-pressurized front shock absorbers and a beefier anti-roll bar. The rear setup was improved with a Panhard rod, trailing links, De Carbon shocks and a thicker anti-roll bar. These upgrades helped the car manage curves, plus they made the GLT Turbo 240 more controllable under hard driving, something all wagon drivers crave. Brakes were also upgraded to larger vented front discs for improved stopping power, much needed for a heavy wagon. The excellent monocoque body went unchanged, and the reliable engine utilized the same iron block and alloy head with two valves per cylinder and a single overhead camshaft. The compression ratio had to be lowered from 9.3:1 to 7.5:1 in order to allow for the turbo boost.

There are modern wagons that are faster, sleeker and far more technologically advanced that this turbo fridge, but they lack what the 240 GLT has in spades: attitude and a cool factor that cannot be duplicated.
What resulted was a 0-60 time of 8.9 seconds, down considerably from the stock GL time of over 14 seconds. Though that doesn’t seem like a remarkably fast time, it was impressive for a 3,200-pound 4-cylinder family car. The lowered first gearing overshadows any turbo lag and the boost kicks in from a low 1,500 rpm and spools up aggressively at about 3,300 rpm.

The already stable base car was turned into a tossable Swedish sports sleeper and none of the flavor of the original 240 was lost: the simple and utilitarian interior was kept the same, with the exception of an added boost gauge; the big, easy-to-grip HVAC knobs (even with Nanook of the North style mittens), crisp analog instrumentation and boxy dash remained unchanged; the thick steel body with multi-layered paint, bank vault doors and black trimmed windows with unparalleled visibility also stayed identical to stock. Aesthetically, bold 5-spoke alloys were added to give the 240 GLT Turbo a slightly more aggressive look — like putting pinstripes on your 1980s Samsonite hardside briefcase.

All the resilience and practicality of the 240 still resided in the GLT Turbo Wagon, but this time with the benefit of enhanced performance and handling and just the right amount of sporty looks. There are still tens of thousands of the original 2.8 million cars sold between 1974 and 1993, but the GLT Turbo is a rarified version that you’d be fortunate to even catch a glimpse of. If you so happen to see one in a grocery store parking lot someday, be prepared to offer the owner something substantial for it. Even then, he likely won’t part with it.

[Mxfrank]

I don't think the 240 used a Laycock OD, nor was the 240 unit a true OD. The Laycock OD was used in P1800 and 122's.

[t walgamuth]

The 240 may have used a borg warner OD. Their automatic in that era was a tough simple BW. Most if not all had the OD. Most of the sticks had the od too. I'm not sure what mr. Frank means by saying its not a "true" OD.

I had a 76 265 which came with the all aluminum Renault Peugeot Volvo V6. The v6 transformed the volvo from feeling like a small heavy awkward car to drive to a swift, nimble, torquey car. The engine was the basis of the towering renault F1 turbo motors that came later. It had a bearing girdle on the bottom end which reminded me of a cosworth v8 bottom end.

[panZZer]

ok whatev- I think the later ones would be stronger from that super turbo brick.
anybody know of the bits to bolt to the back of a good ole TH350~~ a chunk of whittled aluminum -


the rear spline coupler I can use a 4x4 th350 blazer or sm465 one I think,
ok EDIT,, maybe probably not


the front spline on a benz 4 speed stick trans is exactly the same as a 10 spline Camaro- or sm420, or even a t5 for some reason, my luck the front spline on the laylock wont be same as the rear of a th350..... but could be

[panZZer]

Laycock DeNormanville Overdrive Unit

[panZZer]

Originally Posted by t walgamuth

The fastest wagon in the world was a four banger with a largish turbo, IIRC. Here is a portion of an article I found:

Then there’s the GLT Turbo version of the 240, first built as a sedan for the race circuit and then created as a wagon so consumers could enjoy its added power. Volvo turned their best-selling vehicle into a performance car that could operate on the European Touring Car Championship, adding a Garrett AiResearch BT03 turbocharger to their 2.1-liter four-cylinder and bumping up the power by 50 horses to 127 and 150 lb-ft of torque. It marked Volvo’s first use of turbocharging since their inception in 1927.

But it wasn’t enough to just add horsepower: the car had to possess improved handling dynamics. Suspension was enhanced via added gas-pressurized front shock absorbers and a beefier anti-roll bar. The rear setup was improved with a Panhard rod, trailing links, De Carbon shocks and a thicker anti-roll bar. These upgrades helped the car manage curves, plus they made the GLT Turbo 240 more controllable under hard driving, something all wagon drivers crave. Brakes were also upgraded to larger vented front discs for improved stopping power, much needed for a heavy wagon. The excellent monocoque body went unchanged, and the reliable engine utilized the same iron block and alloy head with two valves per cylinder and a single overhead camshaft. The compression ratio had to be lowered from 9.3:1 to 7.5:1 in order to allow for the turbo boost.

There are modern wagons that are faster, sleeker and far more technologically advanced that this turbo fridge, but they lack what the 240 GLT has in spades: attitude and a cool factor that cannot be duplicated.
What resulted was a 0-60 time of 8.9 seconds, down considerably from the stock GL time of over 14 seconds. Though that doesn’t seem like a remarkably fast time, it was impressive for a 3,200-pound 4-cylinder family car. The lowered first gearing overshadows any turbo lag and the boost kicks in from a low 1,500 rpm and spools up aggressively at about 3,300 rpm.

The already stable base car was turned into a tossable Swedish sports sleeper and none of the flavor of the original 240 was lost: the simple and utilitarian interior was kept the same, with the exception of an added boost gauge; the big, easy-to-grip HVAC knobs (even with Nanook of the North style mittens), crisp analog instrumentation and boxy dash remained unchanged; the thick steel body with multi-layered paint, bank vault doors and black trimmed windows with unparalleled visibility also stayed identical to stock. Aesthetically, bold 5-spoke alloys were added to give the 240 GLT Turbo a slightly more aggressive look — like putting pinstripes on your 1980s Samsonite hardside briefcase.

All the resilience and practicality of the 240 still resided in the GLT Turbo Wagon, but this time with the benefit of enhanced performance and handling and just the right amount of sporty looks. There are still tens of thousands of the original 2.8 million cars sold between 1974 and 1993, but the GLT Turbo is a rarified version that you’d be fortunate to even catch a glimpse of. If you so happen to see one in a grocery store parking lot someday, be prepared to offer the owner something substantial for it. Even then, he likely won’t part with it.

if'n you had not scored a getrag 5er one of these could prolly live behind the ole tractor motor in your studee, from what im reading its way more iffy and futile to try even behind a stone age 350 ` even if there was the parts--and no one has ever come up with them as far as I can tell.


I got two astro van t5's from behind 4.3's maybe ill try one of those.

[t walgamuth]

That sounds possible.

[Air&Road]

Tom offered the proper predicate early in the thread. All in how you drive it. If you don't offer impact to the drivetrain it will probably hold up fine.

[panZZer]

Originally Posted by Air&Road

Tom offered the proper predicate early in the thread. All in how you drive it. If you don't offer impact to the drivetrain it will probably hold up fine.

this -uh "plan"
does not fit into my mode of transpo

[Air&Road]

In that case, it might not be a good pairing of components.