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3.0litre stroker crank set, k-jet fueled?

TurboDutch said:
If you could hook me up with a 531 head for reasonable moneys I would be glad, but there is not much for sell at the moment.
I have had a 530 head done earlier by Jelmar, and recently done a couple of B20 heads myself, don't see any reason to have someone else do it.
Click to expand...
I only have a decent 530 k-jet head on the shelve atm, no 531 I'm afraid. I do have a b234 head which will need work with a set of matching pistons, but that's waiting for some parts from Sander to be complete.
 
I guess that from a slappy piston B230E to fresh B300E with mods the difference will already be quite astonishing.
531 head is a nice to have thing, 16V head is not in line with the simplicity idea :p

Any objections on the KL racing T5 cams?
shop.klracing.se

Volvo 8v kamaxel KLR S/T5

KLR 5 Kamaxel lämplig för olika former av motorsport som Rally, Racing osv Går ...
shop.klracing.se
 
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 LPG and petrol map allowing you to run high CR to make full use of the LPG and just dial timing back for petrol. The ignition demands on a 3ltr will be nothing like the old B230
 
Yes I am in touch with Ben already, but I also like to figure stuff a bit myself not only from one source.

Thanks a lot Dai for the advice on the ignition. Will get into that as well.

I will also have 123tune for my B25(stroked B20)
 
Nice project! This is for a daily? When running on LPG the compression ratio can be increased a bit indeed, that won't hurt. Probably gives better fuel economy as well. But i wouldn't go too crazy on the compression ratio because of the increased bore size, that makes the engine a bit more detonation prone, 10.5:1 is a nice target to have a bit of a safety margin.

I wouldn't go too extreme on the cam as well, increasing displacement generally has a tendency to make a 4 cylinder engine run rougher. The V-cam is quite an optimal cam for the 8v head, especially for a daily. With the stock chamber design, going over 12mm lift doesn't really increase flow that much. Longer duration would be the only other option, so maybe go with a K-cam if you want a bit more power in the upper midrange? Going for wilder cams will result in excessive overlap which hurts the (idle) smoothness and drivability of the engine, fuel economy will also suffer. In my opinion that's quite a large trade-off for a (small) bit of extra power in the upper rev range. The 530 head just doesn't flow that much in stock form.

My advice would be to at least clean up the valve bowls if you want to leave the head stock-ish and drop in a V-cam or a K-cam. Aftermarket cam quality can be a gamble especially when going for the cheaper stuff. Since you've already got a V cam lying around, i would use that and put the money into bigger valves. This makes the head more suitable for the larger displacement instead of applying a wild cam band-aid. I'm currently running a ported head with 46/38 valves on my B230 turbo engine and even with a T-cam i'm having quite a broad powerband with great drivability. The KLRacing stainless valves aren't that expensive and come with a chrome coated valve stem so they can be used with the stock valve guides. It will require some time and machining though to make them fit and to modify the ports/combustion chamber to benefit from the flow capabilities of the larger valves. I'm using them with the stock valve seats by the way, no problems after about 10k km's yet with 18~21psi boost and LPG.
 
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All this talk makes me want to point out this reason for me buying enem cams. New billets so no lash caps needed. The long term quality is well established at least for myself as I have 165k miles on my turbo cam and my n/a cam has about 94k miles on it. N/a is daily and the turbo used to be the daily a long time ago.

I suggested the V16 cam because the duration is about the same as the K cam and you can get turbo low overlap or n/a higher overlap versions of the cam.
 
dl242gt said:
All this talk makes me want to point out this reason for me buying enem cams. New billets so no lash caps needed. The long term quality is well established at least for myself as I have 165k miles on my turbo cam and my n/a cam has about 94k miles on it. N/a is daily and the turbo used to be the daily a long time ago.

I suggested the V16 cam because the duration is about the same as the K cam and you can get turbo low overlap or n/a higher overlap versions of the cam.
Click to expand...
If i were to buy an aftermarket cam again it would also be an ENEM, from what i've heard around here their quality level is top-notch. Some other brands aren't always that focused on quality though which is kinda import for a daily imo.
 
DailyDriverMods said:
Nice project! This is for a daily? When running on LPG the compression ratio can be increased a bit indeed, that won't hurt. Probably gives better fuel economy as well. But i wouldn't go too crazy on the compression ratio because of the increased bore size, that makes the engine a bit more detonation prone, 10.5:1 is a nice target to have a bit of a safety margin.

I wouldn't go too extreme on the cam as well, increasing displacement generally has a tendency to make a 4 cylinder engine run rougher. The V-cam is quite an optimal cam for the 8v head, especially for a daily. With the stock chamber design, going over 12mm lift doesn't really increase flow that much. Longer duration would be the only other option, so maybe go with a K-cam if you want a bit more power in the upper midrange? Going for wilder cams will result in excessive overlap which hurts the (idle) smoothness and drivability of the engine, fuel economy will also suffer. In my opinion that's quite a large trade-off for a (small) bit of extra power in the upper rev range. The 530 head just doesn't flow that much in stock form.

My advice would be to at least clean up the valve bowls if you want to leave the head stock-ish and drop in a V-cam or a K-cam. Aftermarket cam quality can be a gamble especially when going for the cheaper stuff. Since you've already got a V cam lying around, i would use that and put the money into bigger valves. This makes the head more suitable for the larger displacement instead of applying a wild cam band-aid. I'm currently running a ported head with 46/38 valves on my B230 turbo engine and even with a T-cam i'm having quite a broad powerband with great drivability. The KLRacing stainless valves aren't that expensive and come with a chrome coated valve stem so they can be used with the stock valve guides. It will require some time and machining though to make them fit and to modify the ports/combustion chamber to benefit from the flow capabilities of the larger valves. I'm using them with the stock valve seats by the way, no problems after about 10k km's yet with 18~21psi boost and LPG.
Click to expand...
Thanks for the extensive feedback, nice to hear other LPG enthusiasts :)
I have already ordered stainless steel 38mm exh valves, so will be putting those in and doing some headworks.
This will be more or less driven daily yes, I work at sea, 10 weeks on board, 10 weeks home.
So when at home I use it daily, when not home it's idle :p

Thanks for the cam advises, I also see the need of something proper and not sure about the lashcaps :p

I think for now I will not buy any cams and will see what is in the current head B230E (se)
Also bought a b200E engine and a B230F so will see what I will end up with cams, also have 2 heads still somewhere on the attic.
Maybe later on I will buy and H or K cam, but usually if I buy something I want a proper upgrade not volvo originals stuff :p
 
Any you boys has a tutorial how one makes k-jet holes in a 531 heads?

Had some calculations done and looks like really in desperate need of a better flowing head. So I bought myself a 531 head.

Don't tell me I also need larger intake valves?
 
OP is going to use a mixer to run on propane.... K-Jet puts the ‘Airflow sensor plate’ in the way of incoming air for a restriction that isn’t helpful.

OP look to giving it a ‘speed density’ programmable management system for when running on gasoline. No restrictive K-Jet plumbing and program it to run perfectly with whatever you choose for a camshaft.

Three liters will make nice torque.
 
Agree John! Car is already running on lpg with mixer like this for years.
So it probably will run just fine with the same setup and larger displacement.

First I will do the engine and see how it works, programmable management is indeed very nice and can be bolted in any time.

Stroker kit already set me back abt 3k for the kit alone, so also looking into a budget thing a bit :p
 
DailyDriverMods said:
I wouldn't go too extreme on the cam as well, increasing displacement generally has a tendency to make a 4 cylinder engine run rougher. The V-cam is quite an optimal cam for the 8v head, especially for a daily. With the stock chamber design, going over 12mm lift doesn't really increase flow that much. Longer duration would be the only other option, so maybe go with a K-cam if you want a bit more power in the upper midrange? Going for wilder cams will result in excessive overlap which hurts the (idle) smoothness and drivability of the engine, fuel economy will also suffer. In my opinion that's quite a large trade-off for a (small) bit of extra power in the upper rev range. The 530 head just doesn't flow that much in stock form.
Click to expand...

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 lumpy cam is going away from the heavy dished flywheel to a lighter flywheel setup like the TTV.
 
So!
Was going through Marktplaats and happened just to find a complete standalone kit with throttle bodies, lpg en gasoline fired.

Now only one needs to decide will I use it for the B25 amazon or for the B300 245.

Anyhows, I already have a set of 48mm dcoe webers ready with Lpg mixers.
So either I will use the TB's or the webers for the 240.

Decisions...

The TB's are 45mm so guessing the TB's for the amazon and the webers for the 245?
Also cozzz the standalone kit is originally made for b20. Maybe the best way to go.
 
TurboDutch said:
So!
Was going through Marktplaats and happened just to find a complete standalone kit with throttle bodies, lpg en gasoline fired.

Now only one needs to decide will I use it for the B25 amazon or for the B300 245.

Anyhows, I already have a set of 48mm dcoe webers ready with Lpg mixers.
So either I will use the TB's or the webers for the 240.

Decisions...

The TB's are 45mm so guessing the TB's for the amazon and the webers for the 245?
Also cozzz the standalone kit is originally made for b20. Maybe the best way to go.
Click to expand...

What venturi (choke?) size are using on the DCOE 48s? I ask because the 45mm ITBs should have more flow area than a DCOE 50
 
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