2.3 redblock variations

Various, various and more various!
germ
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Post by germ » 08 Dec 2006 12:02 pm

Hhmm Maybe its possible to fit that drive train from a 2.0l sierra mt somthing box

and before you say theese are very strong as pilgrim sumo kit car use all of it for there V8 kit cars they can easily take 500hp.

aahhh i always wanted one of those ac cobra replicas 0.60 under 4secs :lol: :P 0-100 only 8.0secs (MPH)

my dad nearly did it but he had a heart attack :( so he just messed about with the bmw .

he still wants to do it as he is in better heath than he was b4 heart attack. :)


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foggyjames
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Post by foggyjames » 08 Dec 2006 01:01 pm

Anything is possible, but installing a conventional layout gearbox is going to involve chopping a large chunk out of the floor pan. Personally, I'd bolt it up to a 360 drivetrain and see how you get on. If you break something, think again, but it will handle the 145 lbft from a B230K just fine.

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James
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volvorsport
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Post by volvorsport » 08 Dec 2006 03:22 pm

youve got figure in the weight of the car when applying torque handling capabilities .

the std box may well be able to take 250 Ft/lbs torque , its the torque tube splines that go first - and thats on std road cars , the diff is smaller aswell.

Anything with 500 hp on an Mt75 will destroy that box and a type 9 with a quaife gearset (look in the catalogue)

with the price of escorts going up so are the spares - shipping dana axle parts (CWP) from the states sounds quite tempting to me .

anyway , digressing aside i dont think any 200 hp redblock will 'destroy' the gearbox first .

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bodejodel
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Post by bodejodel » 28 Jun 2008 11:31 am

Ronnie wrote:B234 can be found in 740's and 940's '89-'92. Don't know which trim specs are more likely to have them.
740 GLE 16V (155 Hp and 203 Nm)
740 GLT 16V (159Hp and 210 Nm)
940 GLE 16V (155 Hp and 203 Nm)

Removing the balance shafts on these engines will add some extra power in the lower rev range. I dit it and it actually revved faster and felt more lively.
Driving 50 k/h in 5th gear was a problem before I removed them but was no problem afterwards.
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Ronnie
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Post by Ronnie » 28 Jun 2008 01:39 pm

Thanks for that info

Those balance shafts are nonsense. They're meant to make the engine feel smoother and cut down on vibration in the car in the name of comfort - much better to have the performance deleting them frees up I think.
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foggyjames
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Post by foggyjames » 15 Jul 2008 01:16 am

I've just noticed that Mac (hopefully now returned from his excellent work at the VOC meeting) made a slight error with the specs on the first page.

B200/204s are 1986cc
B230/234s are 2316cc

Do I win a prize for my rivet counting? sm56 Great thread, btw. Sticky, perhaps? Maybe we should have a sticky for 'common tuning threads', else we'll have hundreds of stickies, and it'll be like getting caught with Farrell in a Belgian pool bar...sm56

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James
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'89 740 Turbo Intercooler
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'85 360 GLT
'81 343 GLS R-Sport
'79 343 DL
'70 164
...and some modern FWD nonsense to get me to work...

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Post by carnut1100 » 15 Jul 2008 03:00 am

Someone was asking how to tell what head is fitted.
Well, for those that don't know, it is not stamped in but it is cast in.
On the exhaust side of the head, just above the manifold there is a long number cast into the head.
The last three numbers are what you are looking for.
Really you are looking for a 531, although a 530 with a little porting is just as good.
A 160 is crap, small ports. 398 is not so hot either.
405 is big port, but I think it may be big coolant passage too, so not as good for turbos etc.

In a 360 a B23 with a K or H cam would be fantastic.
K cam comes on song around 2500-3000 rpm and pulls past 4500 where the H cam out of a 242GT will come on at around 3-4000 and pull past 6000.
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Fuse
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Post by Fuse » 15 Jul 2008 09:31 am

405 heads exists with both small and large coolant passages. And generally large coolant passages are no problem in turbo use either unless your engine is not tuned properly or you have over 600hp. 8)
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foggyjames
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Post by foggyjames » 16 Jul 2008 02:47 am

There's not so much difference between a K and H cam...I forget the numbers but it's about 2-3 degrees of duration...next to nothing. My 360 was making 95% of peak torque by 2250rpm with a K cam. It's still pulling hard beyond 6k. Its reputation for a lack of low end is probably Americans and their dodgy K-Jet ;) sm56

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James
VOC 300-series Register Keeper
'89 740 Turbo Intercooler
'88 360 Turbo Intercooler
'85 360 GLT
'81 343 GLS R-Sport
'79 343 DL
'70 164
...and some modern FWD nonsense to get me to work...

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Post by carnut1100 » 16 Jul 2008 03:53 am

That and the fact they stick K cams in with the distributor curved for another cam.
I was told so many times that the K cam would not pull under 3000-3500 and that they are carap in autos.
I pulled a K cam motor from a factory auto Aus spec, and you can feel the engine come onto the cam at almost exactly 2500 rpm.
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