meintag wrote:Reading the page that fuse linked I see that a K-cam would work, but I've some doubts.
The K-cam has 11,95mm of lift in front a 10,5mm for the A-cam. Would have valve interference and hit the piston for that extra lift ?
Differences are only 4,6º at intake and exhaust sides, I think the ignition can manage that, what do you think ?
Thanks again !
Regards !!
I have K-cam with B200K that has 10:1 CR, no problems with that issue, I think it was something like 13mm that you can go.
Would think that under 2000rpm there is absolutely nothing happening with stock B200E, with B200F bit better, but at higher rpm should work.
I remember seeing here test results of A vs V cam with stock ecu, where A cam was a winner, so K is going to be perhaps bit of disappointment with it? Don't know for sure, at least it is rather quick to check out, remember to check and adjust valves if needed, you need to get those adjusting plates somewhere for the job.
I think the main problem with Ali's car (the A->V swap) was the LE jet wasn't fueling at all for the cam, not just ignition though Jani (Chris with his big guessing and predition hat on here...)
Andy's car on squirt was having proper issues idling until we sorted out the fueling, but as far as I'm can remember spark wasn't touched until it fueled, and it did a good run. As Meintag is changing to carbs, then should be ok with a K I'd imagine, but will need to have the carbs jetted for it as they would have to be to the stock engine anyway...
jtbo wrote:
I have K-cam with B200K that has 10:1 CR, no problems with that issue, I think it was something like 13mm that you can go.
Great !!
jtbo wrote:
I remember seeing here test results of A vs V cam with stock ecu, where A cam was a winner, so K is going to be perhaps bit of disappointment with it?
When you say stock ECU means the Renix module or injection ECU ? Remember that I'll run the car with twin webers. The ECU goes to the bin
The only trouble I see may be the ignition, the webers can make the work
jtbo wrote:
... remember to check and adjust valves if needed, you need to get those adjusting plates somewhere for the job.
Oh yes, with twin webers it surely could be better, when webers are jetted (very important, imo) for cam.
Also you could nick distributor, coil and bosch 139 module(or similar) from 240, if there seem to be bit sluggish performance at low rpm, that you could adjust a bit and you could install something like Fireball ignition for that distributor. Cost is probably not too high as used Volvo parts are not too expensive from some other Volvo enthusiast
Really, you want a K or H cam. The K is 268 degree (call it 270, for argument's sake) which makes it a 'fast road' cam. That is probably hot enough without tackling some other issues - starting with the exhaust manifold. H cams came in 1980 240 GLTs, and Ks came in 81-83 240 GLTs...and 343/345 R-Sports Sad fact: my K cam actually came from an R-Sport engine!
My car with Solex 40s, K cam and other wise completely stock goes pretty well, and dyno'd 140bhp. The exhaust is a big hold-up, not helped by the fact that I have a crappy aftermarket copy of the stock system, not even the real thing! It's almost exactly the same in terms of performance as my S70 (2.5 20v), except that the 360 is starting to slow down above 5000rpm. I think that's mainly down to the exhaust...perhaps partly due to the 32mm chokes I'm using.
I ran the stock fuel pump into a Malpasi Filter King regulator set at 3psi. Here's my usual source for such things in the UK: http://www.fuelsystem.co.uk/regulators.htm
Initially I didn't have the regulator, and the car still ran fine. Pressure fluctuted rapidly (once every other engine rotation, I guess ) between 1psi and about 5psi.
