The 16 Valve Engine Build

The 16 Valve Engine Build

Building the Long Block for a 16-Valve B230 Volvo 240

Building a reliable, high-performance long block for our 16-valve B230 Volvo 240 wagon was both a challenge and an opportunity to push the boundaries of what these engines can do. The goal was to create a street car that’s not only effortless to drive while cruising but also capable of delivering serious performance when we want it. Most importantly, it needed to be reliable at the power output we were aiming for, whatever that may end up being.

We don’t have a specific power target in mind, but from our experience with tuning other engines, we have a good sense of what this platform is capable of. For reference, we know that a mildly built SR20 typically makes around 200 kilowatts at the wheels, while a solid 1JZ build produces closer to 300 kilowatts at the wheels. With the inherent efficiency and strength of the 16-valve B230 platform, we believe we should comfortably surpass 300 kilowatts once the engine is fully dialed in. That said, the ultimate goal is to find the balance between performance and street drivability. If we need to dial things back slightly to make it more usable day-to-day, we’re happy to do that.

Being in New Zealand, finding an engine reconditioner specializing in Volvo engines wasn’t an option. While many rebuilders are capable of assembling engines, we wanted full control over the process to ensure every aspect was done right for the power levels we’re targeting. As they say, if you want something done right, you do it yourself.

This approach gave us the opportunity to oversee the entire process while also educating ourselves. Using resources like High Performance Academy, an online platform that offers in-depth courses on performance car engine rebuilding, we expanded on the knowledge we already had. By taking the assembly into our own hands, we not only saved money but also gained confidence in knowing that every detail was done to the highest standard.

This blog will focus on the long block build, covering the components we selected, the key measurements we took, the machine work performed, and the overall assembly process. This is not a quick guide or a light read, it’s a deep dive into every detail of the process. We know it might be too much for some to follow, but we wanted to document this journey as thoroughly as possible. Not only does this serve as a record for ourselves, but we hope it will also be an invaluable resource for anyone considering a similar build.

Parts and Components

Selecting the right components is crucial for building a reliable and high-performance 16-valve Volvo B230 long block. Here’s a breakdown of the parts we used:

Bearings

  • Main Bearings: We chose Glyco bearings, known for their OEM quality and suitability for performance builds.

  • Rod Bearings: Due to availability, we used ACL race bearings for the big end rod bearings. While both Glyco and ACL offer quality products, achieving correct clearances and selecting the appropriate oil type are paramount for reliability.

  • Auxiliary Shaft Bearings: We also used Glyco bearings for the auxiliary shaft.

Rods and Pistons

  • Rods: Our build features Yoshifab’s (K1) I-beam rods , slightly longer than the factory rods at 158mm. This increases the rod-to-stroke ratio to 1.97, enhancing efficiency and durability by reducing cylinder wall wear.

  • Pistons: We selected Traum pistons to match our 96.5mm bore. Specified by Yoshifab, these pistons are optimised for turbo applications with a compression ratio of 9.25:1, ideal for boosted performance.

    • Valve Reliefs: The pistons include valve reliefs to accommodate the 16-valve head, essential in this interference engine setup to prevent valve-to-piston contact.

    • Wrist Pins: Heavy-duty wrist pins are used, compatible with the rods’ small ends. Ensuring compatibility between pistons and rods from different suppliers is critical; in our case, the match was perfect.

    • Piston-to-Wall Clearance: Following Traum’s guidelines, we checked clearance at 0.102mm, measured 19mm below the oil groove, accounting for the expansion characteristics of the forged material which is substantially different when compared to a stock piston. 

    • Ring Gaps:

      • Top Ring End Gap: Set at 0.63mm.

      • Oil Ring End Gap: Set at 0.38mm.

      • We meticulously set these gaps using a manual ring file, achieving precision within 0.01mm. Slightly larger gaps accommodate thermal expansion under high boost, preventing ring gap closure and potential catastrophic engine damage. on the flip side too large and compression can be lost.

Other Components

  • Gaskets: We utilized genuine Volvo gaskets where possible. For the head gasket, we opted for an Elring brand gasket, renowned for durability and compatibility with high-performance builds.

Specs Summary

Here are the key specifications for this engine build:

  • Bore: 96.5mm

  • Stroke: 80mm

  • Rod Length: 158mm

  • Rod Ratio: 1.97

  • Compression Ratio: 9.25:1

  • Gasket Thickness: 1.52mm

By carefully selecting and verifying these components, we’ve established what we think is a solid foundation for a robust and high-performing engine build.

Machine Work

For the machine work on our 16-valve Volvo B230 long block, we chose Regal Automotive, a trusted machine shop in Tauranga, New Zealand. They have a solid reputation for precision work on both standard and high-performance engines, so we were confident they could deliver the accuracy we needed for this build.

Block Preparation

Regal Automotive handled the cleaning and prepping of the block, which included:

  • Cleaning all oil and water galleries to ensure proper flow and remove any debris.

  • Decking the block: While the block was already quite straight, they performed a light skim to ensure a flat surface. This finish makes it suitable for use with a metal head gasket if we decide to go that route in the future.

Cylinder Bores

The cylinder bores were machined to 0.5mm oversized to match the Traum pistons.

  • Initial Measurements: Before the machine work, we took detailed measurements of the bores at three positions (lower, middle, and upper) and in multiple orientations to check for ovality. The block was in good condition for its age, but we wanted everything as straight and true as possible.

  • Final Measurements: After machining, we checked the bore tolerances, which were all within 0.01mm. This was an excellent result and better than what the engine would have left the factory with. Regal Automotive delivered results that exceeded our expectations.

Communication and Precision

Clear communication was key to ensuring the machine work met our standards. By understanding the tolerances and taking our own measurements before and after, we were able to work closely with Regal Automotive to achieve the results we needed. When the machine shop knows you’re checking their work, you tend to get exactly what you’re after.

Torque Plate Consideration

Torque plates are used during machining to simulate the stress on the block when the cylinder head is bolted down. This can help ensure the bores remain straight under real-world conditions. We researched whether this was necessary for our build and decided against it for a few reasons:

  1. Use Case: For our power levels and street-focused application, the benefits of a torque plate would likely be minimal.

  2. Cost vs. Benefit: While it’s easy to justify extra services, for this build, we didn’t feel it was necessary to achieve the results we were aiming for.

Based on our final measurements, the bores are true and straight with the cylinder head off, and we’re confident this decision won’t impact the engine’s performance or reliability.

The machine work provided a strong foundation for this build. With tolerances better than factory specs and every detail triple-checked, we’re ready to move on to assembly with confidence.

Cylinder Head Work

In addition to the block preparation, we focused on refurbishing the 16-valve B234 head to ensure it was ready for the performance demands of this build. Here's what was done:

Cleaning and Decking

  • The head was decked to provide a perfectly flat surface for the head gasket.

  • All oil and coolant galleries were thoroughly cleaned to ensure unrestricted flow and prevent any future issues.

  • The head was also tested for cracks or damage.

Valve Train Upgrades and Refurbishment

  • Valve Guides and Seals: We installed new valve guides and seals to ensure proper valve operation and oil control.

  • Valve and Seat Recutting: The valves and seats were recut to achieve a perfect seal for optimal performance.

  • Upgraded Valve Springs: Upgraded valve springs, originally designed for Ford 4.6 engines, were installed. These provide increased seat pressure, which is ideal for performance applications where the stock springs would fall short.

  • Factory Camshafts: The cams were polished and inspected. We chose to stick with the factory camshafts, prioritising reliability and drivability for this street-focused build.

Assembly and Head Design

  • The 16-valve head has a unique two-piece design:

    • The lower section houses the valves and springs and bolts to the block.

    • The upper section contains the camshaft carriers and caps.

  • The two sections are sealed together using a Volvo anaerobic sealant. This type of sealant cures only in the absence of air, forming a leak-proof bond between the sections while maintaining flexibility to handle the head's operating conditions.

  • We also polished and checked all cam journals and caps to ensure smooth operation and longevity.

  • Another feature of the 16v head is the hydraulic lifters. A number of these were seized. We found soaking them in petrol worked well.  they were all disassembled for cleaning and then primed with engine oil by submerging them in oil and pumping by hand until no air bubbles were emitted. 

Why We Kept the Head Stock

We decided not to perform any port work, either by hand or machine and opted to keep the factory camshafts. Our goal is to first see what a stock 16-valve head is capable of. We believe in modifying what’s necessary without over-complicating the process. Starting with the factory setup allows us to benchmark its performance and identify any real bottlenecks.

The Importance of Balancing

When building a high-performance engine, the key to making reliable power isn’t just in using high-quality parts, it’s in ensuring everything is perfectly balanced and all clearances are precisely measured. This is especially critical for four-cylinder engines like the Volvo B230, which are not naturally balanced. A smooth-running, powerful engine starts with ensuring every component is as even as possible. This process, often referred to as blueprinting, is a term used in the industry to describe balancing and precisely matching components to exact specifications. It’s a service sometimes offered with custom engines, but it can be considerably more expensive due to the time and precision involved.

Rotating Assembly Balancing

The first step in achieving balance was to focus on the rotating assembly. This was handled by Regal Automotive, as they have the specialized equipment required for this task.

  • Components Balanced: The flywheel, clutch assembly, crankshaft, and front crank pulley were all balanced together.

  • Process: Regal Automotive removed small amounts of material in specific areas and marked everything for proper orientation during assembly.

  • Results: According to the machine shop, the assembly wasn’t far out of balance to begin with, but the adjustments made ensured everything was perfect. Witness marks stamped in for assembly reference.

Pistons and Rings

Balancing the pistons was a meticulous process, requiring precision and patience.

  • Tools: We used precision digital scales, sourced locally (from Cosmic Corner, of all places, which primarily sells smoking equipment), to achieve the accuracy required.

  • Measurements:

    • Ring Packs: Once filed, all ring packs were measured and found to weigh exactly 29.5 grams each.

    • Wire Locks: The wire locks, which secure the wrist pins, were also checked and matched perfectly.

    • Wrist Pins: These came in at 141.5 grams each, and no adjustments were needed.

  • Piston Balancing: Using a Dremel, we carefully removed small amounts of material from the back of the pistons, ensuring no structural integrity was compromised. All pistons were balanced to exactly 420.30 grams, with a variance of less than 0.01 grams, essentially perfect.

Connecting Rods

Balancing the rods was another critical step, requiring the use of a rod balancing fixture to measure and adjust both ends.

  • Big End Balancing: The big ends of the rods were measured and balanced first, with all adjusted to weigh 508.30 grams each.

  • Total Rod Weight: After the big ends were balanced, the entire rods were fine-tuned, ensuring the small ends were balanced as well. The final total weight for each rod was 717.60 grams.

  • Process: Material was carefully removed in key areas to achieve uniformity, ensuring each rod was identical in weight and balance.

Why Balance Matters

The effort put into balancing the rotating assembly and accurately measuring all clearances makes a massive difference in the final quality of the engine. A perfectly balanced assembly minimizes vibration, reduces stress on components, and ensures smooth operation at high RPMs. This attention to detail translates into an engine that not only produces reliable power but also performs consistently over time.

Blueprinting or balancing takes significant time and effort, which is why it’s often offered as a premium service when purchasing a custom-built engine. By taking on this process ourselves, we not only saved money but also gained confidence knowing every component was balanced to perfection.

Paired with thorough documentation of all measurements and adjustments, this process ensures that the engine is not only built to perform but also that any future issues can be analyzed and understood. Recording everything is as important as the build itself, providing a clear roadmap for diagnosing and learning from potential failures down the road.

Balancing every component to this degree requires patience, precision, and the right tools, but the results speak for themselves. For us, it was absolutely worth the effort, and we’re excited to see how this build performs when put to the test.

Assembly of the Head and Block

For our engine build, we opted to use ARP head studs, which are known for their strength and ability to handle higher torque for better clamping force and joint security. However, we were mindful of the potential downsides of stronger fasteners. For instance, upgrading to ARP rod bolts in stock connecting rods can distort the bearing housings if over-torqued, causing them to become slightly oval. This can result in out-of-round clearances and lead to issues at higher power levels.

To avoid any surprises, we relied on a dial bore gauge to measure and calculate oil clearances accurately. While tools like Plastigauge, which measure clearances by compressing a soft material between surfaces, can be useful, they lack the precision needed for high-performance builds. We used Plastigauge as a secondary check to confirm our bore gauge readings because we wanted to ensure everything was spot-on.

For this build, we chose the ARP 16-valve conversion head stud kit from Yoshifab, which includes three shorter studs designed specifically for this head. Following ARP’s recommendations, we used their Ultra-Torque Fastener Assembly Lubricant to ensure proper torque readings and reliable fastening.

We followed factory Volvo torque specs wherever applicable but adjusted as needed to meet ARP’s specifications for these studs. This combination of careful measurement and adherence to proper torque values gave us confidence that the head and block were securely assembled without risking unnecessary stress or distortion.

The Frustrations of a Build Like This

Overall, the assembly of this engine went relatively smoothly. The machine work was excellent, and all our balancing and measurements turned out as accurate as we could have hoped for. However, like any project of this nature, it wasn’t without its fair share of frustrations.

Assembly Challenges

The assembly process was straightforward for the most part, but there were a couple of hiccups along the way. One minor issue was the ARP main cap bolts, which include a short stud that secures the oil pump pickup tube. It wasn’t immediately obvious where this went until we got into assembly.

A bigger setback was receiving the wrong ARP head studs. We were sent an 8-valve kit instead of the 16-valve version, which includes three shorter studs specific to this head design. After waiting months for parts to arrive, this mistake was frustrating. While it was tempting to try and modify the 8-valve studs to make them work, we decided against it to avoid compromising the build. Exchanging them added even more delays, but in the end, it was the right call to ensure everything was done properly.

Delays and Shipping Frustrations

The biggest frustration by far was the lead time for parts. After the machine work was completed, we were ready to assemble the engine but ended up waiting nearly six months for parts to arrive from the US.

In New Zealand, importing performance parts is a hard pill to swallow. Shipping costs are steep, and on top of that, we’re hit with a 15% tax on the total cost of the parts and the shipping. This combination makes building unusual platforms like this incredibly expensive. And while we don’t want to throw suppliers like Yoshifab under the bus, they’re also at the mercy of their own supply chains, this entire process made it nearly impossible to stick to a reasonable timeline.

Limited Aftermarket Support

Another challenge is the limited aftermarket support for the Volvo B230 platform. Outside of Yoshifab in the US and Speeding Parts in Europe, there just aren’t many options. Beyond those suppliers, you’re essentially limited to factory parts through Volvo dealers or suppliers, which don’t cater to high-performance builds.

This lack of support has inspired us at AndoEngineering to consider adding some products to our own catalogue based on what we’ve learned during this build. While it doesn’t make sense to compete with established suppliers for products like pistons and rods, which already have high-quality components on the market, there’s definitely room to improve accessibility for certain parts in this region.

Final Thoughts

With the logistical challenges and costs involved, building a unique engine like this can make you question its practicality. But the satisfaction that comes from creating something truly special is unmatched. In our part of the world, it clearly makes more sense to build something like a 1JZ, but for a Volvo enthusiast, it just doesn’t tick the box.

So far, this build has been a great source of learning and satisfaction. We can’t wait to drive the finished product, but there’s still a lot to do before we get to that stage. Keep an eye out for our next blog, where we’ll dive deeper into the next piece of the puzzle. 

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