b200 h-beam rods

[pyro]

hey peeps
following on from my fecked b200 thread i may be doing a ful engine rebuild
was just wondering if there is anything i can incorporate into the build that would make her a bit more fun
ie
h-beam rods
lightend flywheel
blueprinting etc...?

i may just swap a new engine in from VND but im weighing up options!

Ben

[jtbo]

h-beam rods if you plan to put turbo in or rev past 7krpm.

But, I have an idea, get Penta crank to your hands, marine AQ17X something can't remember full models, but those should fit, there were two kinds of them, for new and old B200/B230, switch was somewhere around 86? When they changed rods, bearings were changed that time too.

You can get more displacement and torque with one, that is if you can find one for not too much money.

2nd get 531 head, it is best from 8 valve heads, you can tweak 530 to be like 531, but when tweaking 531 it is possible to get lot more out from it.

Here those cranks cost anything above 1k and heads 1.5k upwards mostly, but in UK prices are lot less I believe.

If too costly, then how about taking bit off from head or block? More compression is always good, sure need to adjust spark and fueling too then, but those you need to adjust anyway if you change engine. Also get bigger valves installed and smooth out exhaust ports, also smooth intakes too, and match both to manifolds. Some 10 maybe even 20% gain can be gained from modifying ports and matching them to manifolds, but to get use of that gain bigger valves might be needed (not very expensive in machine shop, but sure costs something).

Read from:
http://people.physics.anu.edu.au/~amh11 ... 31_530.htm

[pyro]

awesome dude thanks
id planned on matching the ports on the manifolds to the head when i get it rebuilt (soon i hope i need it!)

ill probably stick with stock internals, like cranks rods etc but im open to ideas!
im also bearing in mind that i dont think ill be keeping her much longer!

should volvo stealers have valves for the b200k in stock? and anything else that may be required! pistons, rings, shells etc...

Ben

[foggyjames]

I wouldn't bother with rods. You'll need to do a LOT of headwork to make it worth revving it past 7k.

The main argument for long (and H-beam) rods and short pistons, besides making it an NA screamer, are that they're probably cheaper than OEM items. Having said that, it's perfectly possible to get good used items and use those in your rebuild. Out of interest...why a rebuild? Your problems are reeeeally unusual, I'd say. Personally, I'd be slinging a second hand engine in there.

If you want more go, I'd go with either a 16v head or a turbo. There's not a lot you can do to the 8v which is both vaguely affordable and cheap. To do anything useful, you're looking at spending way more than the car is worth. Having said that, a set of 13mm rods (from a ~1990 onwards B200 or B230) and some mild headwork with a set of carbs, a cam and a full exhaust setup will see a B200 to ~180bhp and a B230 to ~200bhp at 7krpm. Note the minimal jump - same cylinder head!

As for the Penta stuff....AQ151 (8v) and AQ171 (16v) are the 2.5s...both with a stroker crank / shorter pistons. The 151 came as the 151a, 151b, 151c and 151d...each being an evolution of the previous one. The 171 started at c (and went on to have a d revision). The 'c' and 'd' are the late-model versions. 'a' and 'b' have the early bearing size/layout combination and 9mm rods. Basically, if you're buying a Penta bottom end...make sure it's a 'c' or 'd' revision.

cheers

James

[pyro]

where on earth do you pull this information from?!

i just used the h-beam rods as an example. words kinda failed me when i was typing the title.

unfortunatly i cant seem to find an engine crane! and if im going to the trouble of dropping a new lump in id rather make it worth it!
as much as the 2l is nice, i fancy a bit more poke.

does the 531 head fit on the b200? i seem to remember reading one of your informative posts in a search saything that there is difference in the combustion chambers...

Ben

[foggyjames]

Many, many mis-spent hours on Turbobricks, mainly. And various other bits of research (I did quite a bit of looking into the Penta stuff by myself, mind you).

A B230 (or a Penta engine...IF you can find a decent one!) is one of the most cost-effective upgrades.

Extracting noticably more power from the B200 is not trivial (or, more to the point, cheap). You can do the bolt-ons (carbs, cam, exhaust, etc), which will get you to 150+ BHP, but heading towards 200bhp is going to need some serious input of funds. Sten Parner, for example, will sell you a very trick cylinder head, but you're looking at over a grand. You'll also want to go with longer h-beams and short (light) pistons to enable it to be happy spinning quickly to get the most out of that trick head. There's also the small matter of whether or not a "screamer" is really the best thing for use on the road. If I wanted 200bhp, I'd rather have a B230 revving to 7k than a B200 revving to 8k (or whatever it works out at). Of course a (small) turbo is better still, as it gives more torque...

Good question about the 531. From memory, the B200 530 and B230 530 are the same. I think the 531 chamber might be slightly wider, and you might have some overhang. If it clears the fire ring on the headgasket, it won't seal. You might need to use a B21 (bigger bore) or even B23/230 HG. I can measure it tonight if you bug me, as I have both 530s and 531s sitting around.

To be honest...the short answer is probably that you're best off fitting a totally standard B230 8v if you want a bit more poke. That's the best bang for the buck (and complexity) by far.

I thought you were flogging the car anyway...?

cheers

James

[pyro]

To be honest...the short answer is probably that you're best off fitting a totally standard B230 8v if you want a bit more poke. That's the best bang for the buck (and complexity) by far.

I thought you were flogging the car anyway...?

cheers

James

well ive just been talking to josh cohn, (was a member on here a while ago with a 340) and he may have come by a b230 from a 940.
he did offer me a b230et i had to restrain myself.

ill be selling it at some point yeah. but ive wanted to do the coversion now for 3 years. and as this lump has died why not. it may get me an extra tenner in a sale or whatever!

Ben

[jtbo]

Many, many mis-spent hours on Turbobricks, mainly. And various other bits of research (I did quite a bit of looking into the Penta stuff by myself, mind you).

cheers

James

James, hardly mis-spent, this kind of information earns you easily pint or two

[foggyjames]

Yeah, I remember Josh. There's a strong case for going for an EFI conversion if you're fitting a unit from a 940. Ideally it wants a cam swap, as B230Fs were pretty lethargic...but it does have the highly adaptable and efficient LH2.4 fuel system, which is well worth going for. A B230FB (some ~1991 940s) has a 531 head and VX (or VX3) cam fitted, and makes the ~130bhp that the old non-cat B230E made. Most of that is the cam, to be honest.

A B230F with a decent cam (even a K would be a big step forward) and an opened up exhaust system (with no cat) - especially if you enlarge the throttle body - ought to be heading towards 150bhp.

You'll need the tank, lines, etc, from a B200E car, but I know where you might be able to get a complete setup from such a car

cheers

James

[sven360]

I've got a B19 on 45's.
Around 140 @ wheels.


Any good to ya?

[pyro]

i belive josh said it was a b230e, the guy wanted 140 for it. plus 30 delivery from halifax. but there was little n

im hoping to tread the fine line of not declaring anything and i think injection may be obvious.

Ben

[SteveP]

I've got a B19 on 45's.
Around 140 @ wheels.

Anything special about that other than the 45's?

[sven360]

Lots,Steve.

Have a word with Bilbo he's got all the spec sheets.
Had a look when the gobblers were being fitted and it's got some impressive headwork,Hor cam and BDA vernier etc.etc......

[jtbo]

Well, I had FI fuel pump at engine bay, I made new fuel line from copper, made T-piece to pipe that connects tank halfs, also had fuel transfer pump at engine bay that did push fuel to FI fuel filter and from there to FI fuel pump (that I had attached to intake manifold), then fuel line from pressure regulator did run to original fuel return line to fuel tank.

It did work ok, but just for making it properly good it would of use some small reservoir after fuel filter, but as fuel pickup from tank was the lowest point where fuel can be on tank, there were no surge even when cornering hard on track, also it could use every last drop of fuel, bad thing is that all dirt in tank goes to fuel lines as well, so that is why I had reqular fuel filter before transfer pump too.

So replacing tank is not necessarily, but you need then transfer pump and that t-piece and also that new fuel line, but it is lot easier to install than new fuel tank.

Also electrics were much easier to install this way as everything needed were in engine bay.

[foggyjames]

A B230E would be from a 740 or 240...not a 940. It uses K-Jet mechanical injection, and for what you want, I'd avoid it, to be honest. It's not even *that* cheap.

Yeah, 140whp is going to need a lot more than just 45s...bearing in mind my B200 makes 140 at the crank on 40s...that B19 is probably 30-odd bhp up at the crank.

cheers

James