Cam Shafts And Compression
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Cam Shafts And Compression
H,K and T Cams are talked about on this forum but they are not mentioned in the Green Books.
L,Y,A and M Cams are mentioned in the Green Books but not really talked about on this forum
Can someone point me in the direction of some info on the above please?
Lastly,the B200e's that had lower compression.What was it about the set up that made the compression lower?
I have a theory but would like to hear what you guys have to say 1st
L,Y,A and M Cams are mentioned in the Green Books but not really talked about on this forum
Can someone point me in the direction of some info on the above please?
Lastly,the B200e's that had lower compression.What was it about the set up that made the compression lower?
I have a theory but would like to hear what you guys have to say 1st
Re: Cam Shafts And Compression
Both questions i am after answers for too. my car has a lot more lumpy idle compared to all my other 360's. Can someone run both of us and others of the cam differences and compression factors?
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S60T -Mazda Familia
850lpt -AU Falcon
855T5 -91, 95, 97 960
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Re: Cam Shafts And Compression
I'll run this one by you Logan,and anyone else for that matter.
My white one which had the EGR and Pulsair has the A cam.Which according to the Green Book has the highest lift of all the cams L Y A M. Also because it is a B200EA it has the lower compression for the antipodean market.
Now here is my theory on the compression.When I removed the head to lap in the valves,I noticed that the head gasket was quite some distance away from the edge of the cylinder.I measured it and it was 96mm the same as the B230 bore.....Still with me?
So I got hold of a new head gasket for a B230 and it was exactly the same as my old one.Now,the next thing I did was to watch pettaw's tutorial on Youtube to see what his head gasket looked like.It went right up to the edge of the cylinders
Thus my theory is that the compression is reduced by having the "larger" head gasket which makes the combustion chamber slightly bigger by the 4mm gap that is around the top of the cylinder.
If I'm right, then were I to fit the gasket with the smaller fire rings I could raise the compression on my Aussie spec motor.
What do you think
My white one which had the EGR and Pulsair has the A cam.Which according to the Green Book has the highest lift of all the cams L Y A M. Also because it is a B200EA it has the lower compression for the antipodean market.
Now here is my theory on the compression.When I removed the head to lap in the valves,I noticed that the head gasket was quite some distance away from the edge of the cylinder.I measured it and it was 96mm the same as the B230 bore.....Still with me?
So I got hold of a new head gasket for a B230 and it was exactly the same as my old one.Now,the next thing I did was to watch pettaw's tutorial on Youtube to see what his head gasket looked like.It went right up to the edge of the cylinders
Thus my theory is that the compression is reduced by having the "larger" head gasket which makes the combustion chamber slightly bigger by the 4mm gap that is around the top of the cylinder.
If I'm right, then were I to fit the gasket with the smaller fire rings I could raise the compression on my Aussie spec motor.
What do you think
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Re: Cam Shafts And Compression
How much it'll raise the CR will depend on the additional volume of the "compressed head gasket" space.
It may be the case that it is only part of the answer and more than one thing was done to drop the CR.
It may be the case that it is only part of the answer and more than one thing was done to drop the CR.
Re: Cam Shafts And Compression
Agreed. Also the bores after all the years of use could be slightly bigger due to wear, aiding in a lower compression. has made me think though, i wonder if when i turbo my b200e if i should run a 230 h.g. to help with coping with more compression. or just turn Dow the boost a bit. also how could you tell which cam you have? I've got an 87 sitting outside and you've got me wondering if the cam may be worth keeping.
Own:
86 360GLT
97 S90
92 960S, Royal
01 Subaru Lancaster 6
96 Volvo 854R
Owned
E90 320 M-sport wagon
S60T -Mazda Familia
850lpt -AU Falcon
855T5 -91, 95, 97 960
940TIC -Mitsi GTO TT
16x 360-Toyota corolla
Toyota corona-R32 Skyline
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86 360GLT
97 S90
92 960S, Royal
01 Subaru Lancaster 6
96 Volvo 854R
Owned
E90 320 M-sport wagon
S60T -Mazda Familia
850lpt -AU Falcon
855T5 -91, 95, 97 960
940TIC -Mitsi GTO TT
16x 360-Toyota corolla
Toyota corona-R32 Skyline
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Re: Cam Shafts And Compression
Hey Logan the cam has markings on it.Also there is no evidence of wear as the factory honing marks are still very clear.
The more I find out the more questions I have.
I've been trying to find the meanings of the of the engine suffixes.
My white GLT is a Aussie/NZ model with a B200 E/A
The green GLT is from Korea with a B200 E/O
Not able to find info on what E/O or E/A mean
When the rain eases up I'll have a look to see what cam is.
Must say that all this detective work is really interesting
The more I find out the more questions I have.
I've been trying to find the meanings of the of the engine suffixes.
My white GLT is a Aussie/NZ model with a B200 E/A
The green GLT is from Korea with a B200 E/O
Not able to find info on what E/O or E/A mean
When the rain eases up I'll have a look to see what cam is.
Must say that all this detective work is really interesting
Re: Cam Shafts And Compression
The B200EA is the australasian market. exhaust gas re circulation is the only difference to my knowledge. EO i have never heard of beore.
Own:
86 360GLT
97 S90
92 960S, Royal
01 Subaru Lancaster 6
96 Volvo 854R
Owned
E90 320 M-sport wagon
S60T -Mazda Familia
850lpt -AU Falcon
855T5 -91, 95, 97 960
940TIC -Mitsi GTO TT
16x 360-Toyota corolla
Toyota corona-R32 Skyline
V70R -V70T5
86 360GLT
97 S90
92 960S, Royal
01 Subaru Lancaster 6
96 Volvo 854R
Owned
E90 320 M-sport wagon
S60T -Mazda Familia
850lpt -AU Falcon
855T5 -91, 95, 97 960
940TIC -Mitsi GTO TT
16x 360-Toyota corolla
Toyota corona-R32 Skyline
V70R -V70T5
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Re: Cam Shafts And Compression
Volvo never fitted a 2.3 gasket to a 2ltr. You need the B200/B19/B21 gasket not B230/B23
There is more than one thickness option with the gaskets but don't worry about that. The compression will be either in the piston dish or in the thickness of the head. I would bin the EGR, bring the compression back up and alter the ignition to match.
Cam wise the best all around cam is the A cam in my opinion for totally smooth idle and to be able to pull away in top gear.
Moving up from there you have V VX X K and H cams
With the original fuel injection system anything above a A cam will not work well without other supporting mods.
There is more than one thickness option with the gaskets but don't worry about that. The compression will be either in the piston dish or in the thickness of the head. I would bin the EGR, bring the compression back up and alter the ignition to match.
Cam wise the best all around cam is the A cam in my opinion for totally smooth idle and to be able to pull away in top gear.
Moving up from there you have V VX X K and H cams
With the original fuel injection system anything above a A cam will not work well without other supporting mods.
Dai
Please email me directly on dai@classicswede.co.uk
http://www.classicswede.com
phone/text 07824887160
Web shop http://www.classicswede.co.uk/
Please email me directly on dai@classicswede.co.uk
http://www.classicswede.com
phone/text 07824887160
Web shop http://www.classicswede.co.uk/
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Re: Cam Shafts And Compression
Thats good to know classicswede.Yet again this gives rise to more questions.......sorry.
The head gasket that I got which is definitely the B230 one was exactly the same as the one that came off of my B200.Which AFAIK has never been messed with and ran really well tons of torque but a bit thirsty.But as mentioned before different to the one fitted in the pettaw tutorial.Why Volvo why do you do these things?
In the mean time I will be trying to find a gasket with the correct bore size.
B200 E/O = Oxycat Guess that means a Catalytic Converter but I cant see one.
Lastly (for now anyway) I've removed the EGR that was deactivated anyway,but the Pulse air came out too.The old French half Franc coin is the perfect blanking plug for the holes left by the small Pulse air manifold.
Logan the old Kiwi 5 cent coin is a perfect fit too.
The head gasket that I got which is definitely the B230 one was exactly the same as the one that came off of my B200.Which AFAIK has never been messed with and ran really well tons of torque but a bit thirsty.But as mentioned before different to the one fitted in the pettaw tutorial.Why Volvo why do you do these things?
In the mean time I will be trying to find a gasket with the correct bore size.
B200 E/O = Oxycat Guess that means a Catalytic Converter but I cant see one.
Lastly (for now anyway) I've removed the EGR that was deactivated anyway,but the Pulse air came out too.The old French half Franc coin is the perfect blanking plug for the holes left by the small Pulse air manifold.
Logan the old Kiwi 5 cent coin is a perfect fit too.
Re: Cam Shafts And Compression
Ha! good for something after all. My project doesn't have it though. no egr thermo-static intake box flap, lumpy cam, and $44 each spark plugs. good combination or what? lol. so dai, what other supporting mods do we need to run more than an A cam? also where do we find the better cam's?
Own:
86 360GLT
97 S90
92 960S, Royal
01 Subaru Lancaster 6
96 Volvo 854R
Owned
E90 320 M-sport wagon
S60T -Mazda Familia
850lpt -AU Falcon
855T5 -91, 95, 97 960
940TIC -Mitsi GTO TT
16x 360-Toyota corolla
Toyota corona-R32 Skyline
V70R -V70T5
86 360GLT
97 S90
92 960S, Royal
01 Subaru Lancaster 6
96 Volvo 854R
Owned
E90 320 M-sport wagon
S60T -Mazda Familia
850lpt -AU Falcon
855T5 -91, 95, 97 960
940TIC -Mitsi GTO TT
16x 360-Toyota corolla
Toyota corona-R32 Skyline
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Re: Cam Shafts And Compression
During all this fact finding,apparently there are Volvo marine engines that are based on the Redblock castings even a B300 3lt some of these marine engines have some pretty special heads/cams that can be used on our Redblock cars.
Being as we live in a boat loving country and you Logan being in the Bay of Plenty maybe you can confirm whether this is all a myth or not with a trip to your local marine shop?
Being as we live in a boat loving country and you Logan being in the Bay of Plenty maybe you can confirm whether this is all a myth or not with a trip to your local marine shop?
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Re: Cam Shafts And Compression
T cam is pretty much useless, stock turbo cam, way too mild
A cam is fine with turbo
V cam is what I would say is the best cam for 2,3 litre and probably for 2 litre too, suits our gearbox best in my opinion too. Starts pulling at 3000 and pulls to 5500 with a 2,3 litre engine
VX cam is a more all round cam than the V cam, probably better for 2 litre (found in B230FB)
H cam need bigger valves, pulls to 7000 rpm in 2 litre engine. Same with K cam though its a bit milder
H cam makes the most horsepower but you loose mid range and overall power is reduced. Got this in my to be 2,3 turbo engine and it wakes up at 5000 and dies again at 5500 (where the valves strangle the flow)
A cam is fine with turbo
V cam is what I would say is the best cam for 2,3 litre and probably for 2 litre too, suits our gearbox best in my opinion too. Starts pulling at 3000 and pulls to 5500 with a 2,3 litre engine
VX cam is a more all round cam than the V cam, probably better for 2 litre (found in B230FB)
H cam need bigger valves, pulls to 7000 rpm in 2 litre engine. Same with K cam though its a bit milder
H cam makes the most horsepower but you loose mid range and overall power is reduced. Got this in my to be 2,3 turbo engine and it wakes up at 5000 and dies again at 5500 (where the valves strangle the flow)
Re: Cam Shafts And Compression
This is true, I'm not a redblock guru by a margin but I believe there is a 2.5 stroker crank which can be bored to 2.8 with "relative ease". Again, maybe wrong, but AQ171 is ringing bells as the engine number to google.Cliché Guevara wrote:During all this fact finding,apparently there are Volvo marine engines that are based on the Redblock castings even a B300 3lt some of these marine engines have some pretty special heads/cams that can be used on our Redblock cars.
'89(G) 340 GLE B172k
'03 S60 D5 SE, '91 (J) MX5, 1954 Cyclemaster
Ex:
'89(F) 340 GL F7R (ex B172k) - Fake -> SBKV 300 Runner Up 08, 12; '91(H) 340 GL B14.4E - Kar; '88(F) 360 GLT B200E - Jet -> BKV 300 Runner Up 09; '89(G) 360 GLT B200E - Beast
'03 S60 D5 SE, '91 (J) MX5, 1954 Cyclemaster
Ex:
'89(F) 340 GL F7R (ex B172k) - Fake -> SBKV 300 Runner Up 08, 12; '91(H) 340 GL B14.4E - Kar; '88(F) 360 GLT B200E - Jet -> BKV 300 Runner Up 09; '89(G) 360 GLT B200E - Beast
Re: Cam Shafts And Compression
Yea penta do use redblock. Was gonna get a penta motor when one came up for sale but it went for big money. have also spied a twin cam penta head which went for big money too. We don't have many volvo marine dealers up here. They can indeed be bored out to 2.8 as well as keeping decently thick walls.
Own:
86 360GLT
97 S90
92 960S, Royal
01 Subaru Lancaster 6
96 Volvo 854R
Owned
E90 320 M-sport wagon
S60T -Mazda Familia
850lpt -AU Falcon
855T5 -91, 95, 97 960
940TIC -Mitsi GTO TT
16x 360-Toyota corolla
Toyota corona-R32 Skyline
V70R -V70T5
86 360GLT
97 S90
92 960S, Royal
01 Subaru Lancaster 6
96 Volvo 854R
Owned
E90 320 M-sport wagon
S60T -Mazda Familia
850lpt -AU Falcon
855T5 -91, 95, 97 960
940TIC -Mitsi GTO TT
16x 360-Toyota corolla
Toyota corona-R32 Skyline
V70R -V70T5
Re: Cam Shafts And Compression
The details of the engines can be found in the owners manuals.
B200KO=9.2:1, solex
B200KE=10:1, Solex
B200KS=10:1, Solex, EGR, Pulsair
B200EE=9.2:1, Bosch LE
B200EA=9.2:1, Bosch LE, EGR, Pulsair
B200EA (Australia)=9.2:1, Bosch LE, EGR, Pulsair, Fuel vapour recirc, 2 way cat
B200F=9.2:1, Bosch LU, 3 way cat
Unfortunately I don't have an 86 or earlier manual, which whould tell me what an EO was. There is partial information in my 87 manual, as if they forgot to remove it, just says it doesn't have pulsair, EGR or cat. There is mention of the B200EO (oxycat) in the green book.
B200KO=9.2:1, solex
B200KE=10:1, Solex
B200KS=10:1, Solex, EGR, Pulsair
B200EE=9.2:1, Bosch LE
B200EA=9.2:1, Bosch LE, EGR, Pulsair
B200EA (Australia)=9.2:1, Bosch LE, EGR, Pulsair, Fuel vapour recirc, 2 way cat
B200F=9.2:1, Bosch LU, 3 way cat
Unfortunately I don't have an 86 or earlier manual, which whould tell me what an EO was. There is partial information in my 87 manual, as if they forgot to remove it, just says it doesn't have pulsair, EGR or cat. There is mention of the B200EO (oxycat) in the green book.
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
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