Yep: it's not been a few months since last time. Don't get used to it.
It's been a busy time with the shop and my beloved three-and-a-half-plus year old
Back when the car was to remain a regular daily driver, we first wore out an old 2130cc B20 that had been used in not one but two prior Volvos - this was the very first Volvo engine I'd ever assembled, a job which was completed in my bedroom before being wheeled out the front door on a skateboard and carried down the front steps by hand with the help of my two stout roommates. That was 1993, and that engine served me well without any major failure for more than 300,000 miles before being traded for a rebuildable 1971 B20E that was destined for use in my fabulous wife's fabulous '57 445.
We got the 444 back on the road with a well built but unremarkable B18. It was a low compression version, .040" over, fitted with a D cam, neoprene seals, HD oil pump and reinforcing ring, and some of those Cloyes aluminum/steel timing gears. Nothing super exotic, but easily capable of a hundred thousand trouble free miles. It got DCOEs partly because they were on hand and partly because DCOEs. I love them.
|Simple B18. Back to our roots and stuff.|
First, a guy I don't know found my number and called to see if I wanted a factory rebuilt AQ130 that had only 4 or 5 hours of running time before being stored since the late 1970s. For you who might not know, an AQ130 is a marine spec B20, which means it has some weird stuff on it that doesn't work with a car, but the insides of the engine don't care what the outside world does or does not include. Initially, I planned on finding someone with a boat who'd want to buy this engine, and I
|B18 getting undressed.|
Marine camshafts aren't the same as automotive cams, and rather than find out what shortcomings the former might have when applied to use in the latter, we removed the boat-spec bump stick from the thing and sent it to Schneider Racing Cams down in California and asked them to regrind it to their "274 degree" spec. They did that, and sent it back to us. It's a lot less money to have them regrind your cam (if yours is good enough to regrind) than it is to buy one outright.
Marine heads aren't the same either, but they can easily be modified for use in an automotive application. This is really cool, as they have the biggest factory valves, and lots of material to work with should [ahem] anyone want to go about porting one for high performance use. The marine head (plus an NOS head that was part of the deal) went onto the shelf, and for this engine, we sent an old and well used head out to the machinist for reworking. This is a head that we ran on the 2130cc B20 mentioned earlier. It got new seats, guides and valves, and new double valve springs.
|Ready for its new home.|
|2 liters of fresh goodness.|
And about the time that this boat engine got functional, we came into possession of a very rare old performance engine that we're now in the process of slowly rebuilding. We'll get into the details later, but for those of you familiar with old hotrod B20 stuff, stay tuned as we bring a 2400cc B20 stroker back to life.
'til then -