Changes by last author:
Changed:
| Jonas Wikströms Volvo 142 |
| Kristoffer Karlssons Volvo 142 |
| The engine in this car is a stock Volvo B20 with a need of retirement. A refurbished B20 is taking it's place only with a very much upgraded head and longer stroke. Basically this engine is an inline 4 cylinder, with no electronic control over anything. |
| The engine in this car is based on a Volvo B20A but has been upgraded and rebuilt. |
| * 2.0 litre inline 4 cylinder Volvo B20A, completly stock |
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* Single coil and distributor ignition
* Sequential fuel injection with no cam sensor and high-Z 192 cc/min injectors |
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* Stock single coil and distributor ignition system
* Sequential fuel injection with no cam sensor and high-Z 300 cc/min injectors |
| * Custom engine harness |
| * Camshaft has 105° lobe separation, 312° duration and 12.54 valve lift |
| [config.txt] and [tables.txt] |
| Approximate crank power is 170-180 hp, compared to the stock 85 hp. |
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The future upgrade is a stroked and bored B20 block with a heavily ported head and aggressive cam (300 degrees duration). The fuel injectors will be 300 cc/min with the possibility to run alcohol fuels. Approximate crank power is 170-180 hp, compared to the stock 85 hp. The intake manifold has been ported out and the throttle replaced by a flange for a removeable 65 mm BMW throttlebody. Fittings for a fuel rail and regular Bosch injectors has been welded to the runners. The runners have been ported out and smoothed. Here are some pictures of the manifold as it is mounted.
Not that there is no throttle linkage, it will be fixed later this week. Also, the engine bay is not that pretty but that will all be sorted out after the engine has been replaced. The intake was gutted to get it ported out and then welded shut again.
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The intake manifold has been ported out and the throttle replaced by a flange for a removeable 65 mm BMW throttlebody. Note that there is no throttle linkage in the pictures, it was fixed later. Fittings for a fuel rail and regular Bosch injectors has been welded to the runners. The runners have been ported out and smoothed. Here are some pictures of the manifold as it is mounted.
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Hi, are those tables and configs upto date? Really interesting ignition map. -JuhaK |
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Update 2006-12-09
Started mapping with Alpha-N. Load multiplication really fooled us. This engine is a lot easier to handle with Alpha-N than Speed-Density, at idle there is about 90 kPa in the intake so you can imagine that the difference between two situations are not reflected properly in low load/rpm situations. One thing on the wishlist: * Ignition table based upon MAP and rpm Update 2007-03-29 About 1250 km has been covered since the startup with Alpha-N and everything seems to be alright. Cold starts were a bit troublesome, most likely due to the aggressive cam profile and the lack of cold start configurability. Some exhaust wrap were added to keep underhood temperatures down, especially since this is not a cross-flow engine:
The performance is quite ok, but we can still gain some points by tuning ignition timing with my G-tech logger. These are the current numbers: * 1/8 mile : 10.1 sec @ 114 km/h * 1/4 mile : 15.6 sec @ 145 km/h * 0-100 km/h : 7.6 secs
Not too bad with miserable 60-feet/20m time with studded winter tires and a 2.1 litre OHV engine designed in the 1960s. Another thing on the wishlist: * The cranking pulsewidths should be configurable like the enrichments with a temperature vs pulsewidth table ---- |
