Volvo b20

This B18 is a 1. The cam-in-block engine had overhead valves OHV operated by pushrods. The crankshaft rode in five main bearingsmaking the B18 quite different in design from its predecessor, the three-bearing B A larger 2. These engines are reputed to be very durable. The B18 displaced 1. The B18 could also be found in the L and the Bandvagn military vehicles. It was fitted to many Volvo Penta sterndrive marine propulsion systems.

In Volvo unveiled the Volvo Philip concept car powered by a 3. The V8 engine had exactly the same bore and stroke dimensions as the four-cylinder B18, leading some to suggest that the B18 is one-half of the V8. This suggests that the engines are for the most part separate designs.

The B20 engine displaced 2. The design is virtually identical to the earlier B18, but with an enlarged A modified version was used in the one-off Volvo GTZ concept car. The B20 was produced from to In the number of bolts holding the flywheel increased from 6 to 8 and the size of the connecting rods was increased.

FAQs about B20 Engines

From the thread standard changed from SAE to Metric as Volvo switched over with the new series. The B20A was revived for four years for use in the C from to From the model year Volvo produced a six-cylinder version of this engine called the B30 for the newly released Volvo Adding two extra cylinders with the same dimensions to the B20 produced a 3.

From Wikipedia, the free encyclopedia. Main article: Volvo B36 engine. Main article: Volvo B30 engine. Hemmings Motor News. Retrieved 17 January Volvo Amazon: The Complete Story.Volvo B20 2-liter engine, with B18 features to make it look more vintage. Dual SU HS6 carburetors. Engine mount, viewed from above. Engine mount, viewed from below. Custom fabricated engine mount, welded up. The next topic that I would like to bring up is the cooling system.

With the Volvo engine being quite a bit larger in capacity than the XPAG, one may think that the T series radiator may not have enough capacity to maintain the correct water temperature.

My experience has been that there is no problem in that respect. You may want to modify the radiator a bit, though, to make it easier to connect it to the Volvo engine. I have a TD, so I can only discuss what can be done with that model. The TD has a non-pressurized cooling system as does the TC also. The TF, however, has a pressurized system. With a TD, it does not seem to matter that the Volvo engines as used in the vintage Volvos had pressurized systems and the TD doesn't.

Stock MG TD radiator. It may be the smaller for B18s and the larger for B20s. Either one will fit on either engine.

Tech Articles

I have a B20 with the larger housing. Then I made a full scale sketch from the side of the relationship between the thermostat housing and the connection at the radiator and took it to NAPA where we went through a bunch of hoses and picked one out that would work. This may vary depending on how you have positioned your engine. Modestly modified MG TD radiator. I also had the bottom connection modified by the radiator shop. A S or E bottom radiator hose worked here for me.

Either hose is 1. It seems like the S hose will work best on my car. Lower radiator hose connection. The correct bottom hose is shaped so it has more room to avoid the generator pulley from cutting it. See all of the pictures on this. The difference between the S and E bottom hoses is slight. I ended up taking my radiator back to the shop to have him move the connection over to the right hand side as far as it will go. The idea is to get it into the bottom corner.

It would also probably help to have it angled down a bit on my car since the hose needs to be angled up. Some may have to cut off some of the hose at the engine end, but I did not. My opinion is that it is best to modify the radiator at the bottom in this way so that the fan blades do not have to be cut shorter. Since the Volvo engine sits lower in the car than the MG engine the fan will hit the stock bottom connection and also the drain petcock.

My b20 2 2 Weber

On mine I elected to just plug the drain hole in the radiator and to empty it loosen the bottom hose with a tub under the cross member to catch the coolant.

Volvo bellhousing. Volvo M41 transmission with Laycock D-type overdrive.I rebuilt the B20 in my 71E this year.

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The goal was an NA performance street motor. An article about the process describing the approach I used can be read here. So yesterday I finally got the car to a dyno. Note that this is a chassis dyno that tests power at the rear wheels and should not be compared to numbers published by volvo in regards to these motors and is best used as a comparison to other volvos tested with the same equipment.

Here is some good information on interpreting dyno numbers. First run came in at 88rwhp at rpm. This run alone was worth the cost of the whole session.

volvo b20

Throughout the pull the mixture was definitely not ideal never under Successive runs were made with adjustments to increase fuel pressure and minor enrichment at the map sensor. The final run brought Noticed that richening the mixture for top end power caused a slight drop at the beginning of the curve.

I am a little disappointed in these numbers but I am really glad I did it. I have revved the car over a few times while driving and I had no idea I was courting disaster. The very sudden lean-out of the mixture could turn my expensive motor into an interesting coffee table if left as-is.

As the fuel leans out the combustion becomes less efficient and creates excess heat in the combustion chambers. This extra heat promotes detonation and can cause a lot of damage during hard driving not to mention it is very bad for power. Possible theories for this lean condition include a failing fuel pump that cannot supply the demand for fuel over a certain level, worn distributor contact points that manifest as a problem at high rpm, but most likely a mixture of deficiency in the ability of Djet to be tuned for my application and a lack of effort on my part understanding the full operation of djet as it relates to mucking with the MAP sensor manifold air pressure and CLT Coolant Temp sensor resistance.

I will also have the injectors cleaned and balanced before getting carried away with the throttle again. Essentially I verified that the Djet is a difficult beast to fine-tune. When I left the dyno shop my car was running way too rich under normal driving especially cruise.

I love the Djet and I'm amazed that a 30 year old computer still works so well but this testing convinced me that I will have a hard time getting the most out of the motor while maintaining driveability unless I ditch it. I am cutting the case ends for my Megasquirt unit aftermarket fuel injection computer as we speak and I have a new fuel pump coming next week so this should give me a lot of room to work with.

Once I got home I called John Parker looking for information on dyno tests he has done with stock 's. Looks like stock configuration turns out hp at about rpm. Did I go through all of that trouble for 6. It is actually a little more complicated.On a weekly basis we get questions from customers about which head they have.

Often they think they have an E head when they really have an F heador vice versa.

Volvo B18/B20 4 Cyl

This is important, as the E head with its gasket gave a nominal compression ratio of 10 - 1, whereas the thicker F head, with its thicker head gasket, was rated at an 8. Identification and differentiation is really quite simple.

First method - measure the head from the gasket surface to the head bolt surface. The factory specs for both the thickness of the head height of the head and of the head gasket are as follows:. Note that measuring the head thickness only works if you are sure that the head has not been milled.

volvo b20

Also note that when reinstalling a head and computing the compression ratio that the original thickness gaskets are no longer available. Some are thicker, some are thinner, eventhough they are still listed under the original parts numbers. Second method - identify the head based on the shape of the head above the intake and exhaust ports.

A 72 - 73 F head is pictured below. The injector openings over the intake ports indicate that it was made for fuel injection and the flat over the 2 exhaust port indicates that it is a 72 - 73 F head. The later, 74 - 75 version, of the F head is shown in the photo below.

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The flats over both the 2 and 3 exhaust ports are the key. The next photo is of an E head. Note there are no "flats" above the exhaust ports. An early carb head is similar to the E head, but with no injector holes and a step in the intake port for locating rings. Tech Articles Volvo B20 Head Identification On a weekly basis we get questions from customers about which head they have.Engine Models.

At the left hand side of the engine you will be able to find the engine model. The mould-in number corresponds with the B18 and the with the B Right of it you will find a flat piece of ground metal containing a hammered in 2-digit number. The mould-in number together with the hammered in number define the model number of the engine. In the flat piece a little bit more to the right the engine number has been hammered in.

This is the serial number. Model Number. L tropics version. NZ means that these engines are applied in Volvos that were assembled outside Sweden. The B18 for instance can be found in the English Marcos, a sportive two seater and in the French Facel Vega Facelia, after the engine they developed themselves, was a total failure.

volvo b20

We are not aware of any other car brands applying the B20 engines. The add on R means that these engines were applied in Volvos with steering on the right as far as we know. It is a small 4 wheel drive that is being used by the Swedish army.

Volvo Tag Cloud S amazon b16 b20 c70 classic combi duett engine es Maintenance mobile old-timer Onderdelen p pS part parts Repairs used parts xc90 volvo volvo Volvo Volvo Volvo Amazon volvo engine volvo onderdelen Volvo Part volvo parts Volvo Pv Volvo PV Monday-Friday From 9. Facebook Twitter Flickr. Engine type. Volvo Model. PV, Amazon.

L tropen uitv. Amazon automaat. Amazon automaat USA. P S. PV, Aamazon. Amazon automatic. Amazon NZ. Amazon automatic NZ. Amazon R. P R. Amazon Switzerland. P automatic. P automatic R.Therefore, Scandcar guarantees that all reconditioned engines can compete with brand new factory engines. Scandcar supplies loose short blocks and cylinder heads. Scandcar is also able to ream your B18 to a B20 and, if required, Scandcar reconditions your block, so that you will keep your original engine number.

Think of the environment and replace your cylinder head by a cylinder head with hard valve seats. By doing so, the engine will run on LPG and unleaded petrol without any problems. With Scandcar, you will get a written warranty.

B4B and B16 are on request, due to limited availability of parts. LPG and unleaded Think of the environment and replace your cylinder head by a cylinder head with hard valve seats. Click here to go to the engine shop. Volvo Tag Cloud S amazon b16 b20 c70 classic combi duett engine es Maintenance mobile old-timer Onderdelen p pS part parts Repairs used parts xc90 volvo volvo Volvo Volvo Volvo Amazon volvo engine volvo onderdelen Volvo Part volvo parts Volvo Pv Volvo PV Monday-Friday From 9.

Facebook Twitter Flickr.This is a working version - let me know if you strongly think I need to tweak or proof read some figures. Still, no figure should be out by much more than about 3 degrees, but some are educated guesses.

IMPORTANT: One of the more common reasons for dispute between my figures and others' is that people have used the "setting spec for intake opening point" from the Volvo factory manuals and supplied in Haynes manuals.

This is not the intake opening point that a cam manufacturer would supply or a machinist uses to check cam timing when assembling a bare block, as it is measured at a different clearance for each engine, none of which are the SAE standard clearance of.

I've attempted to standardize to a.

Volvo B18 engine

This is standard way all North American made O. For reasons of the geometry involved in eccentric motion, if using a mechanical lobe master to grind from, the duration drops about 4 degrees from the design value when ground on the smaller base circle.

Your cam grinder might need to be reminded of that, if you were to have a cam custom ground Cores are available to have custom ground cams made or certain grinds of used cams in good condition might be reground.

Please e-mail me if you want to discuss doing any regrinds, as I have done my homework and can send you to the right places. My most recent personal project in the area of regrinds was based on an Isky VV61 that I had found a bit big when put in a low compression carbed b20, and subsequently removed for future use.

Also a contributing factor is that the stroker kit I pieced together lowers the rod ratio from 1. Contrary to the opinions of a few self-styled engine experts, this is beneficial, giving better midrange output and better throttle response, but it does create a need for-"soak up" is how one engine builder worded it- additional cam duration. On the smaller duration cams I've had most experience with, I have adjusted down some overlap figures on the slow-opening cams so those figures are more "subjectively" comparable to faster-acting cams.

This is important as the total area the cam is open is the key, and especially the overlap, when both valves are open. This is defined by the opening ramp of the intake and closing ramp of the exhaust.

The same principle of subjective adjustment can be applied to the longer duration cams by watching the. However, the peak torque is not raised, merely moved higher in the RPM range. If the overlap has been changed by 6 to 8 degrees that counts as well, even if it is caused by any combination of a couple degrees of lobe center change, a couple degrees duration change, or several degrees of advance or retard. Ideally it would be about twice that quick, which isn't possible with conventional valvetrains.

As air has mass, and therefore inertia, it is believed that instant openings are not really worth pursuing. For the curious, disc valve engines as used in snowmobiles and some recreational vehicles have very close to instant openings. For this reason there exists a large number of otherwise well informed people who will suggest a larger cam than you need.

You cannot currently buy a cam with so great a lift that you will experience performance loss. Lifts greater than.

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Factory cylinder heads do not flow well enough to benefit from lifts over about. As cam opening rates are somewhat fixed by lifter face size, it is a matter of which manufacturer is most willing to trade off lifter wear.

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