Now I've come across many a 16v on in place of 8v heads. do they

A. bolt straight on?
B. if i get a b230 na head will it fit?
C. Ill i need to change injectors or anything?
D. is there any wiring i need to change? eg with the 200e injection ecu?

thanks all.

The B234 head will bolt onto the B230 block but you will need to make a tensioner for teh cam belt as the blocks vary.
To fit the B234 complete you would need to make new engines mounts as the brackets bolt onto the block in a diffent way.
The B234 block also has balance shafts that most tuners remove or use a B230 block.

There will also be a number of other issues you would need to sort but nothing major.

S search on turbobricks forum would be a good start.

Dizzy cap might need to be changed to clear the thermostat housing, you can get one that the leads go in sideways. Tensioner is different, intemediate shaft wheel is thicker, same as the cam wheels. Think there is a conversion kit available somewhere that lets you use an 850 belt.

Remember looking all this up ages ago when someone offered me a penta head

Its a b200e block guys. was looking at doing a b230 head but seems too much work at this stage

B230e head is exactly the same as a B200e head.

Morning all,

Does anyone know if Renault 5 turbo heads & cams can be used on original 340 blocks? Would like to use the 8 port head and trick cams available for the Renaults but don't fancy doing a full on engine swap as I am not sure about fly wheels etc.... I have a CVT; I read the flywheel is different.

Thanks
Jamie

I'm sure Anjo will come along with the correct answer. The heads should swap over but I would think that a full engine swap would be teh best way. Swapping teh flywheel over would be no problem.

swapping a cam is more complicated/work than swapping the flywheel on the B14! head will fit and cam will fit (except gordini/alpine ones, those aren't bolt on) but,, what do you intend to do with the car? the std head isn't much better as the b14 setup as it depends on boost rather than NA, a slightly sharper cam will make it rev easyer but your top speed will still be 100mph as over that speed the std 1.4 just can't pull it further with the CVT's resistance it'll just throw away lots of the low end torque

you can turbo the original B14 with standard R5GTT parts (T2 turbo or something similar size, carburator, fuel pressure regulator and ignition unit are the only specific units required) just make sure you limit the boost to aprox 0,5bar (7psi) as the CVT belt's wont like more than that; also expect them to cut the belt's lifespan drasticly, on 0,5bar they might still last 20k but don't expect factory mileage on them anymore

I'm just after a little more power on the cheap and want to know what options are available. I like the difference of the CVT box and really enjoy driving it, so want to keep it, but a little more power would be nice. I'm not to fussed at halving the CVT belt lives as I don't think £200 for replacement set of belts per year is much to ask for more fun at the wheel - around 10k per set of belts would be acceptable.

Anjo... what do you know about the yellow wedge car at the DAF museum? (I've got some photos at home)

That thing had a BDA on Webers in front of a set of actual rubber band belts!

jimknc_volvo340 wrote:I'm just after a little more power on the cheap and want to know what options are available. I like the difference of the CVT box and really enjoy driving it, so want to keep it, but a little more power would be nice. I'm not to fussed at halving the CVT belt lives as I don't think £200 for replacement set of belts per year is much to ask for more fun at the wheel - around 10k per set of belts would be acceptable.

then turboing is the easyest (and cheapest) option, there aren't that much things you need to fabricate for it and the basic engine can stay the same; an adaptorplate for the intake manifold to fit the Solex carb, new downpipe, there's a threaded M14x1.5 oilfeed at the rear left side of the engine for the turbo oil feed, it's return can be welded to the sump etc, 2nd hand R5GTT IC is more than large enough running 10psi etc. if you can weld and have some parts available you can be done in a day!. take a look at this thread http://www.volvo300mania.com/forum-uk/v ... hp?t=10512 i'm convinced that if i ever get my hands on a stock 340 again as a daily i'll do the same thing, just not as crazy and pretty as on my project car

Chris_C wrote:Anjo... what do you know about the yellow wedge car at the DAF museum? (I've got some photos at home)

That thing had a BDA on Webers in front of a set of actual rubber band belts!

yep, i have been at the dafmuseum a few years ago with the V3C and taken a close look at it. those weren't the same belts as the V300 uses, also they don't last 80k km either the whole gearbox is a different design in ratio's, strength etc and the car is a few 100kg's lighter plus it's NA and if there's anything that a CVT hates it's a lot of low end torque, there's a DAF 66 i know wich has a std GTT swap and it eats a set of belts on 20k, that said a 66 is much lighter than a 300 and uses the same belts

Chris_C wrote:what do you know about the yellow wedge car at the DAF museum?

Wasn't there when I went, only saw these two F3 single seaters:
1965 Alexis Mk5 / DAF

DSCF3743.JPG by macplaxton, on Flickr

DSCF3741.JPG by macplaxton, on Flickr

1966 Brabham BT18 / DAF

DSCF3747.JPG by macplaxton, on Flickr

DSCF3745.JPG by macplaxton, on Flickr

There are also two 1968 Tecno / DAF cars like this:

584 Tecno-DAF Variomatic (1968) by robertknight16, on Flickr

The yellow wedge you talk of Chris is the Huron 4A Cosworth DAF


Huron photos © Wouter Melissen

Very nice all exept for the F@@# engine I asume. Would be much better with a Volvo or renault lump.

While we are on CVT would it work with a oil burner or will it not be able to cope?

Cheers both, MP yup that is the one! I have some pictures as I say, but with Xmas I've not had chance to go through and upload them. It really was a lovely looking thing. Also really enjoyed having a proper poke at the F3 cars at last, didn't realise one used the earlier style "no diff" CVT and the other used the 300 style CVT. I should be a bit more free after the weekend to sort pictures.