2.3 redblock variations

Post by **foggyjames** » 05 Nov 2006 03:50 am

Only problem with putting K-Jet (i.e. a B23E) in a 360 is that I don't think the inlet manifold will clear the bonnet. That may well be why they put the EFI engine in the GLT from day one.

Personally, I'd only consider a B230. 23s are getting harder to find in good shape, and although probably preferable for high power turbo applications (a stock B23ET (early 760 Turbo) bottom end is allegedly good for up to 500hp), I'd suggest the lighter B230 is better for NA.

For ease of tuning and better efficiency, I'd get an EFI engine - most likely to be found in a 940, but also present in late 740s and 940s. Generally these were lower power than the B230E mechanical injection engines, but the B230FB (various early 940s) brought this figure back up to the low 130s thanks to a 531 head and hotter (VX3) cam. When you're ready, slap on the 16v head, and I believe you can just drop 16v ECUs in and you're laughing. You've also got all the right bits in place for a covert upgrade to aftermarket management

cheers

James

Post by **Carl** » 05 Nov 2006 11:30 am

Are the pistons not different in the 16v engine though?

Am I right in thinking that 531 will be stamped on the head somewhere to identify it?

Post by **classicswede** » 05 Nov 2006 11:49 am

16valve pistons are machined out for the valves.

If you are staying n/a then swap the pistons. If are turboing machine the turbo pistons.

Post by **Fuse** » 05 Nov 2006 11:58 am

Yeah, you need to machine reliefs for the valves on to the piston if you put a 16V head on 8V block. (And use 8v pistons) Also belt tensioners and the cambelt need to be tinkered, many people have used Opel (Vauxhall) belt and VW tensioners.

You can make tools to cut the reliefs from the old valves if you want to do the job yourself, like this guy has done:

http://smg.photobucket.com/albums/v245/ ... /?start=20

Or you can take the pistons to the machine shop.

Yeah B19,B21 and B23 are getting older and are not in the best shape but then again you can get those pretty much free of charge and if you are building high HP application, you are going to take apart the B230 also. Renew the bearings, machine the cylinders, renew gaskets etc.. etc..

If you are going to build everything from the scratch and aiming MAD power I would go for B23, if you are not going to make lots of custom solutions with the engine and you are using more stockish parts, B230 is a better choice.

Though late B230 had oil squirtes stock and strong rods so it is a good choice for power too..

Oil squirtters can be fitted on B23 too though, many people have used BMW ones.

It's a bit matter of preference, B23 or B230.

Post by **Carl** » 05 Nov 2006 03:27 pm

Interesting stuff. I'll see how I get on, and will see what donor cars come up if and when I need one

But it's not going to be high HP engine, it'll stay more or less standard. The main aim is to get a little more poke in the short term, but help build my knowledge for future projects

Post by **classicswede** » 05 Nov 2006 06:42 pm

Will the 16valve dizzy fit into a 360 without modding the heater box?

Post by **Fuse** » 05 Nov 2006 08:03 pm

I don't know about RHD models but it doesn't fit in LHD model.

http://koti.mbnet.fi/fredrikr/Volvo%203 ... CF0081.JPG
http://koti.mbnet.fi/fredrikr/Volvo%203 ... CF0083.JPG

Duct tape ftw!

Well it was his temporary solution.

Post by **foggyjames** » 05 Nov 2006 09:06 pm

I'd swap to a block mount dizzy, and a 'special' dizzy cap to clear the head

You're totally right - the 16v pistons have the reliefs machined in.

My concern about the B23 is that the rotating assembly is much heavier than the B230 (although the latter it still far from light), and although the strength this gives is a good thing for a high-po turbo lump, I'm not sure it's ideal for your NA plans.

cheers

James

Post by **Carl** » 05 Nov 2006 09:12 pm

Well, as always the advice is appreciated. We shall see what happens. Unfortunately my house move has been delayed yet again, so it's gonna be at least the new year before I can actually start doing things

Post by **foggyjames** » 05 Nov 2006 10:16 pm

Bummer! I'm going to be in that situation fairly soon, and it's an unwelcome distraction to say the least. On the plus side, I should be getting a double garage out of the bargain...

cheers

James

Post by **Carl** » 05 Nov 2006 10:33 pm

Nice one! Unfortunately a double garage was out of our price range down in the beautiful south, but I do get a garage that is accessed via a little private footpath round the back of the house, which means getting power in it will be nice and easy. Plus in front of it there's a driveway that will fit at least 4 cars

Bit better than the communal parking and leaky garage in a block we have at the moment!

Post by **foggyjames** » 06 Nov 2006 12:22 am

Yes, the skanky north does have its upsides

cheers

James

Post by **germ** » 07 Dec 2006 04:50 pm

Hi, will the 740 gl 2.3 fit into a 340?

only asking as my mum want to scrap her 1987 740
i am not sure of the name of engine i think ita a redblock B23 somthing

with 115hp and pierbourg carb?

what kind of hp could it make and if it fits how easy?
Thanks
will

Post by **foggyjames** » 07 Dec 2006 07:28 pm

It will be a near-bolt in (apart from a question mark over the K-Jet inlet manifold clearing the bonnet) into a 360, but you'll need to swap drivetrains into a 340.

A B230 will make 200bhp fairly easily - a quick balance to make it rev to 7000rpm, a naughty cam, and a set of 45s...and a decent exhaust.

cheers

James

Post by **classicswede** » 07 Dec 2006 08:22 pm

The engine from the 7 series with the peirburg carb will fit no problems into a 360 but not a 340 like you have. If you ever get a 360 its a worth while conversion.

You can put it into a 340 but you need to cahnge the complete transission.