Anyone in here know about using a 16V Volvo head on a Ford 2.3???? :o
Yes, What do you want to know?
Would that work? Just gave me goosebumps thinking about it.
I do know a 2.3 Cougar head won't work.
eatmydust
Its very doable!
http://www.merkurtech.com/merkurtech/techarticles/item045.php
Pretty much step by step instructions.
Jake
Quote from: Gaslight on March 12, 2006, 08:59:14 AM
Its very doable!
http://www.merkurtech.com/merkurtech/techarticles/item045.php
Pretty much step by step instructions.
Jake
Yeah but It realy does not pencil out when you compare it to an Esslinger Al head and roller cam.
Comparing the two I would agree that an Esslinger head makes much more sense. Especially from a service point of view.
Jake
Quote from: Gaslight on March 12, 2006, 02:21:16 PM
Comparing the two I would agree that an Esslinger head makes much more sense. Especially from a service point of view.
Jake
Unless you really want something different and have the time and patience to do the Volvo deal. With all the cool stuff you can do with an Essy Al head and considering its a bolt-on deal, I would go with the Essy head. I have an Essy Midget head on my 2.5 motor and It works great.
We (myself and my race car engine builder, Oldrob) have gotten one from a 1/2 off sale at Pick U Parts and thinking of playing with one this year or next in Pro 4's or my new road racing efforts this year.
Quote from: jamnjm on March 12, 2006, 10:35:38 PM
We (myself and my race car engine builder, Oldrob) have gotten one from a 1/2 off sale at Pick U Parts and thinking of playing with one this year or next in Pro 4's or my new road racing efforts this year.
I would be most concerned with the overall reliability of the finished project as it relates to " racing". It would seem to indicate by the multiple issues you will need to resolve in installing this head, That the overall reliability would be a huge risk. That said, If you are willing to take the risk of an engine failure then I guess it would be up to you. My 2c, If I am racing anything, I would try and produce the "most reliable" combination of parts I could.
In your opinion, what is the weak link in the Volvo 16V head?
If you don't try different things, you stay in the same place.......
In my opinion the weakest link would be the custom parts. There are more than a few items that are not over the counter useable. The second would be the head. Any head you are going to use will have to be scavenged from a junk yard and then inspected to see if it is even usable and with the age aand the abuse these Volvo's see the chances are becoming less every year. Someone only thought this up because they are trying to get as close as they can to the mythical dual over head cam cylinder head that was developed in the 80's and never built into production.
Jake
All of those are good points. But isn't the reason we drive Pintos and put turbo chargers and EFI systems into them - just for the look on your buddies face or at the car show when they look and you and go, "Why?" Maybe I'm warped, but I love that kind of thing! :lost:
eatmydust
p.s. wasn't breast fed.
The only custom parts is the belt tensioner / roller & the welding the small extension on the back of the head. The only other thing is grooving the oil feed to the head slot, besides maybe the intake manifold (stock Volvo EFI?) and exhaust header / pipe.
Quote from: eatmydust on March 13, 2006, 06:57:31 PM
All of those are good points. But isn't the reason we drive Pintos and put turbo chargers and EFI systems into them - just for the look on your buddies face or at the car show when they look and you and go, "Why?" Maybe I'm warped, but I love that kind of thing! :lost:
eatmydust
p.s. wasn't breast fed.
We do drive Pintos for a bunch of reasons, yes, however I believe that jamnjm had a specific use for this car. That is why "we" are concerned that it may not be suitable for Its intended pourpose, which I believe is racing.
Quote from: jamnjm on March 13, 2006, 07:22:33 PM
The only custom parts is the belt tensioner / roller & the welding the small extension on the back of the head. The only other thing is grooving the oil feed to the head slot, besides maybe the intake manifold (stock Volvo EFI?) and exhaust header / pipe.
I believe there may also be some valve issues. I will do a little research and get back to you.
Quote from: eatmydust on March 13, 2006, 06:57:31 PM
All of those are good points. But isn't the reason we drive Pintos and put turbo chargers and EFI systems into them - just for the look on your buddies face or at the car show when they look and you and go, "Why?" Maybe I'm warped, but I love that kind of thing! :lost:
eatmydust
p.s. wasn't breast fed.
Well those are not my reasons. I love the body style of the Pinto wagon. But to have it on today's highways and roads especially here in Southern California it has to be able to keep up. A modern drivetrain helps out with this a bunch. Average speed on the freeway for my drive home is 80 and you better be able to get to that speed in a short amount of time with our on ramps. I also want good gas mileage. It has to be comfortable at those speeds to drive and then be able to get into stop and go traffic with the AC on. The AC has to stay cold while in that traffic. I also have a nasty canyon drive on the way to work so it has to handle. For me at least I want a Pinto that is aimed more towards to Pro Touring style than anything else.
Jake
Jake, where in So Cal are you? I've got a section of freeway here in San Diego where we can drive 80+ most times of the day but lately the motorcycle cops have been sitting in the center median with a radar gun and nabbing people left and right. So, I usually drive slower on that freeway and faster on the more crowded freeways............. :fastcar:
Up north of you in Ventura County. I live in a little town called Fillmore but work in Simi Valley. The last stretch of the 118 is part of my commute every day. In the mornings it is not bad because I am driving it at 5 a.m. so you can just relax but headed home about 4 its a race track. Which would not be that bad but add 4 foot tall soccer moms in Excusions talking on the phone and it becomes a life or death situation.
Jake
For road racing, I think the breathing on the upper end may not be worth the risks. In a road race you've gotta consider the middle ranges too. A DOHC 4valve head won't really "come on" until, maybe 3k rpm. Under that it'll be a dog, like a turbo motor off the boost. Off a really slow speed corner, you may be "up against it" trying to pull an apex in a 1st gear bend. On a hi speed track, (like VIR) you'd be ok, but in the carousel at Mid-Ohio you'd fall flat. Too fast for 2nd, too slow for 3rd. My favorite "racetrack" is "The Dragon" AKA US HWY 129 through Deal's Gap NC. 318 turns in 11mi. Without low end you'd end up holding back traffic. You'd need to use an RPM switch to open & close the secondary intake tract.