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I would convert to COP as the dizzy cap, rotor and leads are expensive to service + getting good quality leads that fit is getting harder these days

RHD cable is a fair bit longer https://www.classicswede.org/shop/240-throttle-cable

By the sound of it you would be best off with a set of rally springs, original height but a little stiffer or even a set of the 15mm lowering springs

Regular checks for damage/cracks and make sure they are very well balanced

The KG ones used to come with a bridge Could be ones Ben Tinus Tuning supplies???

A clutch diff is what you would want. The Gripper diffs are top notch

500bhp mark is where I put the cut off for wanting to move to forged pistons, pretty much the same point as wanting a crank upgrade. For 300-350BHP there is no point thinking about forged pistons. Standard oversize pistons is all that is worth using. Yes £350 is a lot of money for normal...

that is mixing and matching. Internals are the same. Only the case and prop flange that differ

1) the ports are already too big in that area 2) by having the manifold and head port match you then must dowel the manifold to the head so that it fits exactly every time. Get it wrong and you have a ridge causing reverse flow 3) the ideal is to have a step up in the direction of gas flow. The...

You can't fit a whiteblock m90 to a redblock or the other way around The whiteblock gearbox is the rarest. I have a full kit of each ready to export

Gasget matching is a bad thing and not what you want to do at all. Polishing, combustion chambers yes but the ports is a no. All the work want to be around the valves

You are right in about 12mm lift being the most a stock head can use in valve lift. What you are forgetting about is compression ratio. Increased CR allows for much more cam duration before the cam becomes lumpy. Also a longer stroke will take more cam. The other thing that helps with a slightly...

I would ask Ben (tinus) on the cam The T5 would likely be ok, bit lumpy on a B230 at idle so probably feel normal on a 3ltr. If you just want a simple drop in cam the H would do it and have all the low grunt you could ever use I would 100% go for a 123tune dizzy. It drops in and you can run a...

The engine will be a FK not a K 97 is about the best of the easy to find engines. 300BHP can be done with bolt ons. Over the 300 ball park wants rods. 600+ wants forged pistons and forged crank and stiffen the block. A lot less trouble for making power than what you are used to

The B230K is the na carb engine 940's could have B200F (na) B200FT (HPT) B230F, B230FB, B230FD (na) B230FK (LPT) B230FT B230GT (HPT)

The K jet should take to it ok, might run out of capacity at the top end. As it is only for backup then not a issue I would not put too much effort into the sodium filled valves but they would not hurt. As you are running LPG there is a lot to be said for converting to LH2.4 and run an...

You do need to deck the block for them to seal, both block and head need to be perfectly flat

The 240 support is much more reliable than the 740/940 ones

Without the sensor fitted (not even plugged in) the system will run open loop base map, if the sensor is plugged in but dangling then the ECU with richen the fuel mixture to the max. As the sensor is a pre cat sensor it does not matter one bit if teh cat is there or not

No, both are not working What is the Monroe part number you are using?