BIG CHANGES!
I have sold my engine!
I got an offer I just couldn't refuse.
Therefore my nicely running engine is in a very nice 244 TI.
I rebuilt the block to better than new condition.
The B23ET block, 531 head combined with an A grind cam proves to be a lot more than what the stock K-jetronic can handle! :o)
But, the engine really kicks butt!
I finally fell for the temptation to build a turbo engine that can produce
the 300 hp that I would really like!
As a student I have a relatively small budget, so my goal is the get
the 300 hp for 10,000 SEK ($1,250).
It seems that I might make my goal.
At least if I keep my head cold and don't go buying things that I don't
need!
My intention is to have an engine that feels like a large naturally
aspirated.
I am not a fan of low compression, high boost, everything above 3,500
rpm turbo engines.
So I will have an engine with high compression and low boost.
The Engine
The block I will be using is from a 1984 760 TI. A B23ET.
Bought it together with a plastic intercooler.
This block is much stronger than the early B230's and, amazingly enough,
cheaper to buy!
I am selling the head, a beautiful 405 with SCP. A rare combination!
I have bought a complete B230FB, from a 940 '92. The only thing I will
use from this engine is the head.
A 531 casting.
Got the engine rather cheap!
I have sold the B230FB block: 300 SEK.
The guy that owns the garage, where I have my fun, said I was stupid
selling so cheap.
But I bought it cheap, so I could be nice. "What comes around, goes
around" (at least I hope)
I have purchased a newer (from a 940 '98) exhaust manifold.
Turbo charger from an 850R. Modified to fit the 940 manifold.
I have started disassembling the B23ET...
Have you ever noticed that everything takes so much longer than you
think?
Well, I have to prioritize school, so my engine is coming on very slowly
at the moment.
All parts in the block will be balanced and weighed.
This will improve the reliability of the engine. It might also result
in a more responsive and fun engine.
I read somewhere that connecting rods that were lightened by 100 g,
would feel the same strain at 8000 rpm as the original rods at 6000!
The 531 head will be ported, with exhaust valves from a Renault (38.6
mm).
I am still not sure about the size of the intake valves. Perhaps I
should go for 46 or 48 mm?
More, including pictures coming (hopefully) soon!
I need a digital camera! I use APS 40 exp film, and to take 40 pictures
before developing takes some time...