Exocet
I am considering to build up a 240 turbo for a track car and was wondering if anyone has gone down the road of using a 16 valve 740 head on a 740 Turbo bottom end, I was thinking this would result in reasonable horsepower gains. Can anyone advice on if they have done this before and is it worth the extra effort?
Philia_Bear
easier to swap in a 1UZ for far less drama and less $$$$$$$
with a 4500rpm rev limit its still going to have >180KW and its going to bolt to a few good transmission options and its going to run for near ever and never give you any issues
Exocet
I would like to go down that road, but the category I am going to run it in, is Improved Production and the regulations state it must be a engine from that brand of vehicle. The other option was getting a later 940 turbo bottom end and bolt on a 16 valve head and such, because it is all red block stuff.
Philia_Bear
16v turbo does not fit in manual rhd 240 unless upright engine
95+ 940T motor (8v)
+ KG2t cam
+ 19t turbo
+ chips
will be reliable 200KW at rear wheels with minimal effort and expenditure
Philia_Bear
Otherwise B6304 or T6 or T5 swap
Exocet
Will take that on board, thanks for the help so far. What is the height difference from a 16 valve head from fitting in a 240 anyway?
Philia_Bear
Its the width not the height that kills the clutch master unless you go to an in cabin master cyl
Spac
Remember that a turbo IP car needs to run a restrictor.
You probably won't get a worthwhile gain from a 16V head with the restrictor.
In fact, none of the RWD Volvos seem to suit the rules well. Maybe a 2.5+ litre NA 16V B230 in a 240, or a NA B4204 in a 360 would be good, but I'm sure you could go faster for less money in something else
Vee_Que
There have been cars that run improved production over the years, and if your asking how to install a 16v into a 240, i assume you're paying for it to be done? It's not quite as simply just bolting it up.
Spac
Fifteen or twenty years ago, an 16V NA 2.5 in a 240 would have been awesome.
Nowdays, it would be a very expensive also-ran.
Dick Prince didn't mess about with his 16V 740, but it's hard to be at the pointy end when you're competing against cars with similar grunt that weigh 250kg/20% less (at least).
B6304 is not legal because it's not the same configuration of the original motors in 200-series (you can use any production Volvo I4 or V6 block, with any heads).
Without wanting to be negative, IP is a fantastic idea that's lost it's way. It's a very expensive class to do well in now, and the budgets are cringeworthy.
If you want to get involved, I'd definitely be staying in the Under 2-litre class - which basically means a Honda or something you're sharp enough to put together yourself. And by "sharp", I mean talented on the tools, knowledgeable about motorsport, and shrewd when it comes to the rules.
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The only "real" hassle for a 16V in a RHD car is the clutch master cylinder occupies space in the engine bay that the head needs.
You can mount the motor upright (which gives more space for a turbo) or you can fit a pedal box that puts the clutch master behind the dash. I'd definitely go the latter option for a race car.
Second biggest drama (in a 240) is the distributor at the back of the head. You can fit a CAS or low-mount dizzy in the usual spot in the block, but if you're spending the money to do this properly, then a proper CAS off the crank nose (or flywheel) would seem like the obvious choice.
The B234 block is more hassle than the head conversion in a 240. Mostly due to mounting points, but also because it doesn't have the easy spot to fit a dizzy in the block.
Anthony
Richard Prince ran a 740T with 16V head for years in CAMS Improved Production with mixed success. You need all the room in the engine bay you can but sadly the 240 engine bay is quite a bit narrower than a 740/940. An 8V yes of course, but not the very wide 16V T as by the time you fit a bigger turbo, bigger exhaust dia, piping to intercooler etc these then interfere (and overheat) with brakes, clutch master, steering shaft and the unmoveable chassis towers.
Sure the rest of the world do it, but they are LH drive. As Spac points out, the mandatory turbo inlet restrictor ruins the party so to speak and leads to all sorts of turbo problems. The rotary powered Mazdas are unbeatable.
Other types of speed events don't require a restrictor. So if you enter as a Sports Sedan you are free, but your then mixing it with 6L V8 racecars and your then an unwelcome roadblock.
For hillclimbs if your road registered your free as well.
