jamesinc

https://ozvolvo.org/discussion/comment/184473#Comment_184473

I'm going to re-use the 123/TUNE ignition that I have in the B21E currently in the destination vehicle. It can boost reference the advance up to 1 bar which will be more than enough for this application. I'll program in the factory B21A curve with -1 degree per 1 psi of boost and go to a dyno to dial it in further.

Nice, definitely sounds like the way to go from what I've read. Looking forward to see how this build progresses! Cheers.

    21 days later

    Tore the head down today, it needs to go to the shop to be welded and surfaced.

    While I had it apart I decided to tidy the head up a bit, I gasket-matched the ports and rounded out the bottom knee of the port on the exhaust side. I went over everything with sanding drums to clean it up and smooth out the casting surface generally.

    I think I'll have to get new valve stems for it. The valves themselves are dirty but in good condition, they all measured between .313" and .314", which is in-spec.

    a month later

    Hi James -new guy here, Mate you have these welsh plugs in backwards The concave face faces outwards

    Nice build so far by the way top job ?️

    No he doesn't

    This is a B21

    Not B230

    @whitedragon64 yeah as ramrod says these are the dome-type, so they started convex and they've been caved in a bit with a socket and a mallet to seat them.

    PS welcome to the forums!

    18 days later

    I am currently muddling my way through head gasket selection. The 405 head's chamber overlaps the B21 head gasket ever-so-slightly on the exhaust valve side. It's the right size for the bore so will have to compare the chamber on the 405 to the B21A stock 160 chamber. I might just fit the head and look in from underneath to see how it lines up, although that would be a pain because the bottom end is already assembled.

    Worst-case scenario I will scrap the 405 head and use a 160 head, although hopefully I can avoid that as it will require redoing the head from scratch.

    If using a b23 spec head on the b21 spec block you must use the b23 spec gasket

    You just end up with extra quench pads all the way around and a slightly lower cr

      Philia_Bear

      If using a b23 spec head on the b21 spec block you must use the b23 spec gasket

      You just end up with extra quench pads all the way around and a slightly lower cr

      Yeah my machinist was of similar opinion, we test-fit a B230 gasket and a B21 gasket and the B230 one was the better fit. He said ideally we'd use a gasket size about halfway between the two but I think I'll just run a B23 gasket

        Major Ledfoot

        Which head did the Volvo Turbo Cup cars use? 398 or 405?

        They ran 405 or 531 heads according to @Anthony, with all modified by the legendary Grottis in Sweden

          Not worth getting a custom gasket made?

          There is/was a bloke in Canberra making MLS gaskets at a good price. I can’t tell you the business name, I only knew him as Uncle Clive - but I am still FB friends with his nephew (hence why I know him as Uncle Clive).

          I have used HG gaskets in Warrandyte Vic and he is very good. You may also get a refrigerator magnet!

          I think the one I had made was about $200 using a template he already had. It was a 4 cylinder gasket.

          @dmc do you have any pics of the gasket? I might call him next week and see if he can do one up with a custom bore size for me, but otherwise I'll just run the B23 head gasket

          It was for a Ford 100E engine. Fairly sure it will not fit a B23 :-)

          If you sent him a b230 gasket and measurements of the bore he should be able to make a custom one.

          17 days later

          I am changing plans for the turbo due to the turbine flange sizes and my desire to retain the original exhaust manifold. So, I will stick with the original Garrett TB03. However, the one I have is truly clapped out and the turbine housing is cracked in a few places. Basically, all I'm retaining from the original turbo is the compressor housing. The CHRA will be new (I've switched to an equivalent part, the Garrett TB0350) and the exhaust housing will be new also. I'm going to use an ATP 5-bolt wastegate/housing to 3" V-band for this. All the fasteners and so on will all be new too.

          The cylinder head is finally done, and I've just lapped and installed the valves tonight.

          Now I need to select a camshaft! I have a few on the shelf, and my choices are the OE-spec A cam, or D, H, K, M, or VX. Or I could get a new cam entirely.

          The K-cam has gone well with my B21E and M46 but I wonder with the turbo if it will still be suitable? What are your thoughts, Oz Volvo universe?

            Going by the numbers, a T. Or the M. Why? Less overlap.

            No experience, just going by the numbers.

              © 2013-2025 Oz Volvo. All rights reserved. | Forum Rules | Privacy Policy