hello guys ..... how can i improve a B19E engine ..... to gain power without makeing it a turbo engine or replacing it ? any ideas, please help me if you can..... the only thing that i have changed to the engine was the air filter .....i have change it with a fiber carbon injen filter

imo best way to get descent power out of a b19e is go for twincarbs (and adjustable fuel pressure regulator, use original fuel pump); better exhaust manifold and downpipe, custom ignition unit, a cam to suit the twincarbs and dynoadjust the whole lot

should be good for 170/180whp

i don't have a carb.... i have this engine ... it's from 1983 from a GLE

yeah i know, but the stock ignition isn't that great from tuning perspective. and the above is pretty much bolt on-modifieing

a lh2.2 or 2.4 conversion could also be considered; together with the correct amm, throttle body, cam and exhaust you should be able to get a nice result too. more work and less cool if you've heard the sound of twin carbs on a 2.0

you are sugesting to put a engine of 2200cc or 2400cc and to remove this one ?

and were can i find some cams for this engine or for old volvo engines .... in my country i can't find any ..... can you point me to a online shop ? if there are any or a shop were can i find some parts to modifie this engine or a old vlv engine ........i am having a hard time finding parts.....

no lh2.2 and lh2.4 are "newer" redblock injection systems way more superior than the stock 300 series injection; check this thread: http://www.volvo300mania.com/forum-uk/v ... ilit=lh2.4

so .... lh2.2 and lh2.4 are engines that are found on the 700 series and 200 series ?
and can i convert the b19e into one or just need a new one ? sorry for asking so many questions but i am a student and i need to modifie my car so i can enter a racing club and go to legit races .

LH2.2 and LH2.4 are engine management systems. A B23 or B230 is the 2.3 litre engine found in 240s and 740/940s (respectively).

I think the twin carb idea is a good one. You can buy special fuel pressure regulators designed to reduce the pressure down from an injection pump for use with carbs.

cheers

James

krazvy wrote:i don't have a carb.... i have this engine ... it's from 1983 from a GLE

Tuning comes from increasing the breathability/air flow of an engine, everything else is simply to support that (eg the right fueling).

Twin carbs do not increase power themselves, but can perhaps with a less restrictive manifold. IMO the injection system is not bad, but you might fit a 940 turbo injection manifold if you can up the air flow. Mainly on a normally aspirated car you need a different camshaft there are a few tables around which can indicate where to get them. I have a spare A cam, but its not the best. You can see the rating at the end.

My advice is stick is a straight through exhaust on, it will feel fast and fun, even if it doesn't actually add much power. If you bother with a cam change, the injection system should work just fine with it until the air flow meter maxes out. Its an analogue computer based system not a memory mapped one like LH2.4, so it won't run out of 'map knowledge' until the sensors max out.

The NA and turbo EFI manifolds are identical as far as I know (except some have a cold start injector, etc...but for performance they're the same...).

Andy's Megasquirted 10:1 compression B200E with a K cam made 122bhp (if I remember correctly). On the same dyno, my 9.2:1 B200K with twin carbs (Solex carbs similar to Weber DCOE 40s) and a K cam made 140bhp...so there's a useful gain to be had in ditching the standard inlet manifold.

cheers

James

Ride_on wrote:Twin carbs do not increase power themselves, but can perhaps with a less restrictive manifold. IMO the injection system is not bad, but you might fit a 940 turbo injection manifold if you can up the air flow. Mainly on a normally aspirated car you need a different camshaft there are a few tables around which can indicate where to get them. I have a spare A cam, but its not the best. You can see the rating at the end.

twin carbs definatly will improve power themselves! but, like any type of NA tuning it will work at it's best if you combine a good combo of parts.

the twin carbs provide more air + more fuel (cause of more air)
the better cam will make sure that this bigger amount of mixture gets into the combustion chamber properly
more mixture means a longer combustion time; for better power the ignition needs to be improved so that it ignites the mixture at the correct time preventing detonation and achieving max power
the better exhaust manifold/downpipe lets the engine get the gasses out easyer; and has a better tubular configuration to help the other cylinders with the combustion

the advantage of the twin carbs way is that it's all bolt-on tuning with a dynorun at the end to setup the carbs and ignition, imo a improved engine management (like lh2.4) is way more work with less result compared to the twin carbs

how could i go about upgrading the ignition?

for a hot cam + twin carbs you definatly need to ditch the original Renix, you can advance all you like; the curve is waaaay off so it will allways misfire/backfire, instead a new ignition unit such as the 123-ignition models can be used; these can be programmed for a spefic engine setup

foggyjames wrote:Andy's Megasquirted 10:1 compression B200E with a K cam made 122bhp (if I remember correctly). On the same dyno, my 9.2:1 B200K with twin carbs (Solex carbs similar to Weber DCOE 40s) and a K cam made 140bhp...so there's a useful gain to be had in ditching the standard inlet manifold.

This doesn't necessarily mean by default the car will be quicker every day... comparing these two cars together from standstill/low speed upto about 70mph they were very, very similar due to the flexibility that modern EFI has to offer.

I also believe the dyno figure of 122bhp was the original B200E with A cam, I thought anyway.