B200 Bore-out to 2.3l?

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brickie501
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B200 Bore-out to 2.3l?

Post by brickie501 » 30 Dec 2012 09:33 am

Hope everyones had a good Christmas?

As per the title really ... anyone know if the B200 can be bored out & B230 pistons fitted to create a 2.3l?

From what I've found through searching, the capacity difference between B200 and B230 is just in the bore diameter. So is it as 'easy' as getting the block bored out or would I need the B230 crank / any other parts too? Or is there something I'm missing that would make it impossible.

I haven't found anyone who seems to have done it or is even thinking about it. I would guess that might be because there is 'no need' due to availability of B230's. However, finding a good one is getting harder & if there's a chance I would need to do a rebuild anyway, why not?

There are some motorsport classes where the original block (type) must be used. That is not really a prospect but the other factor on my mind is that there could well be some benefits to keeping the car's original block if various people ever get their way over making modification more difficult (I won't say banning it!) :evil:

The top end would be a different matter & the plan would be to put a Turbo head on it too. Assuming that didn't add any further complications...

Thanks in advance for any answers

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Re: B200 Bore-out to 2.3l?

Post by classicswede » 30 Dec 2012 07:59 pm

There is no problems with boring the B200 to 2.3 or even a little beyond. The blocks are the same. I've known someone do it so he could use some second hand pistons.

Why fit the turbo head as other than the sodium filled valves the heads are the same.
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Speedy88
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Re: B200 Bore-out to 2.3l?

Post by Speedy88 » 30 Dec 2012 08:22 pm

You could stroke it to the Penta marine engine. 2.8 liters I believe? :lol:
'88 340 Williams (Sold)
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Ride_on
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Re: B200 Bore-out to 2.3l?

Post by Ride_on » 30 Dec 2012 09:24 pm

The Turbo head will be very low compression, what you really want is a 10:1 head not drop the compression. You do need to match the cam, compression ratio and ignition map, how the capacity will change that I don't know, but there are a number of different renix maps, one is bound to be close enough.

Oh and fuel octane if you are pushing it, which the 10:1 heads did tend to a bit with 95ron.
1980 345 DL_______1987 360 GLE (project car restored to GLT spec and B230FT'd)
1984 360 GLT______1987 360 GLT
1983 360 GLS______1989 360 GLE
1985 340 GL_______1986 340 1.4
1985 360 GLS______1995 940 SE 2.3 Turbo Estate (daily)
1987 340 GL 1.7

brickie501
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Re: B200 Bore-out to 2.3l?

Post by brickie501 » 31 Dec 2012 10:36 am

classicswede wrote:Why fit the turbo head as other than the sodium filled valves the heads are the same.
with Turbo :lol:

(Sorry, didn't explain myself very well originally.)
Speedy88 wrote:You could stroke it to the Penta marine engine. 2.8 liters I believe? :lol:
Would love to but, explaining my thinking better; I've got a complete old B230 that would need some work before I'd fit it ... the B200 fitted is starting to deteriorate ... as either would need some money spending, why not have the potential advantage of keeping same engine number (while going 2.3 turbo) ... & not needing to source oversize pistons etc :D

Thanks for the answers guys ... so it really is that straightforward ... at least as far as the 'mechanics' go? As far as making it run, I'd assume using complete 230 head, with turbo, provides suitable cam. Given that set-up, is there a suitable mapping / ignition set? I was thinking 940 ECU etc or looking into MegaSquirt as there's more install guidance & I'd have to fit into 360 harness anyway :?

Ride_on
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Re: B200 Bore-out to 2.3l?

Post by Ride_on » 31 Dec 2012 12:48 pm

Still not sure why you are focusing on a turbo head. If you are fitting a turbo you want the full engine. The B230FT block/pistons/con-rods/lubrication are all uprated for the increased power, especially the later ones post 94. The blocks are similar to the 360, but not the same. You would need to drill and tap oilways for the turbo. There is a load of other engineering you would have to do.
1980 345 DL_______1987 360 GLE (project car restored to GLT spec and B230FT'd)
1984 360 GLT______1987 360 GLT
1983 360 GLS______1989 360 GLE
1985 340 GL_______1986 340 1.4
1985 360 GLS______1995 940 SE 2.3 Turbo Estate (daily)
1987 340 GL 1.7

brickie501
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Joined: 14 Mar 2010 06:16 pm

Re: B200 Bore-out to 2.3l?

Post by brickie501 » 31 Dec 2012 09:41 pm

Probably should have given the full story from the 'off' but I have slowly been gathering parts to convert to 2.3 turbo.

Donor 2.3 turbo I've sourced is either a B230FK or B230FT that appears to have a "531" head (not 100% sure as I don't have it in my grubby mits yet).

Came out of an N plate 940 estate but wasn't original to that car, so indeterminate miles having been removed from an earlier, but unknown, 'brick' (poss 740)

Ran it's last miles on lpg until suffering low compression; I also have the lpg (multi-point) kit but first things first.

There seem to be two conflicting opinons above - blocks are same (turbo oilway may be an exception I hadn't thought about even then), versus strengthening / improvement in B230.

Wikipedia, not the gospel I know, suggests both are same for same age. In which case, it's down to exactly how old my B230 is & which side of the 1989 changes my 360 falls.

'531' head seems to be the most desirable type to have. I'm anticipating rebore of whichever block, my off the wall idea being that, other things being equal, it would be better staying original if it was just a matter of getting more metal taken out. Either way I'd be using (better?) 2.3 pistons, con rods & cam. Crank from whichever block I go with (assuming it checks out in wear limits)?

Guess I need to get both side-by-side or, at least, definitive engine no's to confirm specs

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Re: B200 Bore-out to 2.3l?

Post by classicswede » 31 Dec 2012 10:06 pm

It is going to boil down to what age turbo lump you have. If it is a late engine with oil squirters then that would be the best base to start from. The 531 head is a little better but by no means a must have.

There are various alterations over the years with the early and late engines being the best, mid production red blocks are the weak one with the thin rods.

The cranks use differnt types of bearings so swaping cranks might not be totaly straight forward
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Ride_on
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Re: B200 Bore-out to 2.3l?

Post by Ride_on » 02 Jan 2013 12:59 am

And watch out for the different cam belt (square tooth and round tooth), crank pulley and cam pulley need to match.
1980 345 DL_______1987 360 GLE (project car restored to GLT spec and B230FT'd)
1984 360 GLT______1987 360 GLT
1983 360 GLS______1989 360 GLE
1985 340 GL_______1986 340 1.4
1985 360 GLS______1995 940 SE 2.3 Turbo Estate (daily)
1987 340 GL 1.7

classicswede
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Re: B200 Bore-out to 2.3l?

Post by classicswede » 02 Jan 2013 10:17 pm

But they are interchangable
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Fuse
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Re: B200 Bore-out to 2.3l?

Post by Fuse » 08 Jan 2013 01:01 pm

I wouldn't bore a B200 block anymore than for ~90-92mm max! Stock bore for B200 block is 89mm and B230 block has 96mm bore. Cast for these blocks is different so a B200 block with 96mm bore would have very think walls!


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pighead
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Re: B200 Bore-out to 2.3l?

Post by pighead » 16 Mar 2013 02:25 pm

Yes thats true, 92mm bore is max. to b200 n/a use!

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