SO many topics that are all the same right now and I have so much to say that I can't type it all at once and I just lost my large reply. Damnit! Here goes again.
I'm also glad to hear your motorcycle throttle bodies are as large as they are. I was worried they'd be too small and you'd have this problem: ITBs that basically make the same power as a B230F intake manifold?! 2.5mm shaved off a 531 head with port work and stock valves, Timos 13.10 camshaft, stock bottom end.
We don't know what the 300? is measured at, so we have no idea what it is.Seems like a lot of camshaft for 200 on the flywheel. How much compression? You'll need a lot.
At the point we did 157whp/160wtrq(STD correction), we were running an ENEM K13 cam and had a mildly ported 405 head at that point with somewhere around 2mm off on a near stock bottom end(.030" over and 16V flycuts) and stock headgasket. That is a good bit smaller than the S/T5 camshaft but I can't tell you how much. It's advertised as a "280?" cam with 12.5mm of lift. Our current cam is based off the ENEM C2 that is advertised as a "292?" cam and has 264? at .050" with peak lift of 13.9/14mm.You’re going to be short of your HP goal if using a stock intake manifold. That’s the real bottle neck on a 8v NA volvo.
Kyle (klr142) has built up and raced some very hot NA 8v engines for road racing (~170-180 crank hp), and you can find some of his stuff linked here:
[...]
He’s currently running some cam that’s a bit larger than the T5 cam, and it’ll be interesting to see how it does compared to the “small” cam he had in there previously.
Stock flat top piston'd 1983/1984 long block or has it been apart for more compression and a thinner headgasket?I'm running a high compression B23 with an H cam and Stahl header connected to a 2 1/2" madrel exhaust. Feels about as fast as my stock 242 GLTi.
So, stock long block, stock headgasket, 530 with big valves and shaved for 41cc chambers? Run it and let's see how it does!Kyle, Good to hear from one of the NA guys!
I've actually bougt a set of forged rods and cleaned a bottom end and pistons that came from a good engine. Kind of ashamed to tell how the engine got together instead... Here we go. The car we bought had a b230FB in it, And that's also where the 531 came from. When we first removed a plug and took a look inside with the endoscope the cylinders looked a bit "dirty"but it was clear that it's a low mileage engine. Being that it has the squirters and thick rods we decided to pull the head and if usable just slap the head on there and give it a go. The dirty look was because someone decided to do some port matching on the intake side only but apparently forgot to clean the head after. There were quite a lot of debits left over in the bores so it's a good thing the po had never ran it this way. The bores cleaned up nice and it seems like a good place to start form to get moving under it's own power. so .. Stock bottom end, Like bone stock. The 530cc'd out at 41cc's i'm 100 percent sure of this. It has been milled quite a lot and has flat top oversized valves in it. I'll run the compression calculation again, Thanks for pointing me on that error. Unfortunately i didn't get any info out of KL, Guess i'll try it again tomorrow.
It doesn't look good for my 200hp target to be honest. Maybe i'll build another engine with the 531 the right way that was intended in the first place
I'm also glad to hear your motorcycle throttle bodies are as large as they are. I was worried they'd be too small and you'd have this problem: ITBs that basically make the same power as a B230F intake manifold?! 2.5mm shaved off a 531 head with port work and stock valves, Timos 13.10 camshaft, stock bottom end.
280? at .050" is quite wild, for sure. Like 240hp+ engines just as you say with 15mm lift or more. Do you have a cam spec sheet to show what you have for your engine, Jussi? You say your TURBO head has a 280? at .050" cam as well and only 12mm of lift? That's pretty odd, if so. Your head flow(unless it was another head) sheet you posted somewhere shows you can use more lift than that so I'm surprised it's so low and still with the large downside of so much duration.He makes group-f rallycar engines, which usually uses camshafts about 280 *0.050, and something about 14-15mm lift, today he called me and tell that last motor he was built produces about 260hp and pulls to 8000rpm without significant power loss. (2,3liter b230)
Last edited: