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530 vs. 531 headwork

F

frpe82

Guest
When I last spoke to KG at kgtrimning.com, he said that the 530 and 531 head will support equal amount of power when stage 2 (highest stage) headwork is done.
There will be none, or very little difference in performance since they will look very much alike. The 530 is often a better choice since they are more easily available and have SCP.

Stage 2 means 44mm intake valves, 40mm exhaust valves, a lot of porting/polishing and optional compression ratio.

In this process, I guess they also add some material to the chamber and reshape it.

I just thought I would tell you guys.
Please discuss this if you like... (You know, pros and cons of headwork on the different heads...)
 
for all the effort and expense you might as well do a stage-1 16v head, and it will blow the pants off of any 2-valve head short of the SPM or EVO offerings...
 
I took the valve train out of one of my spare 530s last night.

It looks like one could easily improve things in there without spending thousands, and I think there are a lot of people on this board who would agree. However, I know nothing personally ;-)
 
They support equal power, the difference is the 530 takes hours and hours of extra work to do so. 44/40 is a strange valve combination, considering thats not maxing out the potential of the stock seats on the intake side yet new oversized seats on the exhaust side.

Talk to Erland Cox, http://www.topplocksverkstan.se/, he used to work for KG Trinming and he's highly highly highly respected by all, and considered to be one of the best, and is not as pricey as KG either.

Maxed 531's versus 2valve Evo's flow maybe 25hp less in an N/A setup. Ever priced an Evo? I didn't think so. Trust me, they aren't worth it. 16valves are often not worth the extra money. 16v cams aren't cheap, and headwork is more expensive adn you have to buy twice as many pieces, and typically convert over the block and use some sort of questionable tensioners.
 
mAydAy said:
and typically convert over the block and use some sort of questionable tensioners.
Click to expand...

Such as the penta tentioner for the 16v penta engine...yea...very questionable..even has a volvo part number ;-)
Griz
 
volvorsport said:
hmm , a std 16v will be pretty good either way .

44mm intakes are std , you dont say what your hoping from the engine .
Click to expand...
I?m not hoping anything yet.
This is for discussion.

In the future my engine will be equipped with one of these stage 2 heads and make 400HP+.
But... Money, money and money. That?s what I need to fulfill my dreams.
 
That is good news. Too bad they add material to the heads. That means they need to be heat treated again? Is that hard to do?

Is 44 intake really strange? Considering you want to improve the exhaust side more?
 
davidmacq said:
That is good news. Too bad they add material to the heads. That means they need to be heat treated again? Is that hard to do?
Click to expand...
I guess they add material to change the shape of the chamber.
I don?t know if they do it or not.
 
ShadowofBob said:
I thought 531 were SCP as well and that just the early 405s were LCP.:???:
Click to expand...
Of all the SCP heads, 530 is most commonly available. That's what he's saying, I believe. 405 and 531 aren't as common, and 160 or 398 may be either SCP or BCP.

I could pull (3) 530 heads a week at $40 each for as long as I wanted and probably not run out at the junkyard. They're everywhere....
 
Also isn't this thread about how it's easier to work on your 530 than find an aq151, and here we have people jumping in and saying well just find a aq171. Like anyone is going to want to sell the head and not the engine. Oh and you will need pistons and rods maybe, blah blah. We have all heard about 16v volvo engine options. I think so anyway, lol.
 
Fredrik,
Get your manifold outlet ported; get the turbine housing inlet ported. See what that does for power.

Install a larger A/R turbine housing [and wheel] along with a larger compressor. See what that does for power. Then upgrade to a real header; and see how much more power that yields.

By that time you might have actually exceeded the flow capability of those "lousy little small 35mm exhaust valves". Maybe.

My point: until you take care of the restrictions to good flow that are REAL on the downstream side of the four exhaust manifold flange gaskets, I find it less than optimal [and to put it bluntly: rather pointless and a waste of time and money IMO] to do things upstream of the four exhaust manifold flange gaskets while overlooking and ignoring where the REAL, and more substantial, restrictions are. Fix them first; and then something like a 44/40 head can do what it is capable of.

mAydAy said:
They support equal power, the difference is the 530 takes hours and hours of extra work to do so. 44/40 is a strange valve combination, considering thats not maxing out the potential of the stock seats on the intake side yet new oversized seats on the exhaust side.
Click to expand...

It takes hours and hours to prep a head decently for street use. Start talking REworking a head for substantially more flow, and the time [and expense] goes up nearly exponentially. No biggie.

44/40 strange? Nah. Different from the usual approach of 'gotta go bigger cuz bigger has to be better'. But 44/40 is a rather intelligent approach to address an area where the 8V heads can use some improvement: exhaust side flow. There are different ways to approach that "issue", and enlarging the size of the exhaust valve is one of them. Using a dual pattern camshaft like a KG2T is another way to enhance the exhaust flow.

Regardless of what method one might employ to improve the exhaust flow through the head, if you haven't taken care of the restrictions on the other side of the four exhaust manifold flange gaskets, then you will not realize the full benefit of your efforts on the upstream side of the four exhaust manifold flange gaskets.

But....do what you wanna.

For the 16V enthusiasts: go for it. I hope that it runs fantastic for you. For the cost and effort to go that route, I can only wish you great success, happiness, and perpetual bliss. I am disinterested in 16Vs, personally. Not because they are bad or anything; not at all. It is just a flow and velocity thing for me. I want both: when and where I want them. But that is getting into OT areas; and will therefore let that rest there.

I think that one point being originally made was that a 530 head can do quite well, if prepped intelligently. The 44/40 valve combo is a viable approach: good upsides. To that I would add to make sure that you've done the things needed so that such a head can perform to its full potential.

Thomas Fritz
...the stealth FTi
 
you have to remember there head with the 44/40 valve setup is for turbo use, they will of done some porting on both intake and exhaust but the bigger valve on exhaust side to get those gases out fast and get that turbo spooling which will then take care of the intake side which doesn't really need a much bigger valve for FORCED induction.

the NA heads on the other had go upto 50mm intake as you need it
 
I understand that, Mike. I was only speaking in a boosted motor context.

In NA, things will never see the same heat levels as in boosted.

TF
 
8v vs 16v .

you pay for a head , cam , adjustable vernier etc .


16v , inner springs , valve cutouts , penta tensioner .

i see a much easier path doing the 16v engine , since you dont need to go full out on porting , new valve inserts etc

everything else is the same, obviously its easier to fit an 8v manifold , but there ya go - its not that hard to go 16v , in fact you should be quicker , and less out of pocket .
 
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