posted by
someone claiming to be go_go_gagt
on
Wed Jan 19 15:07 CST 2005 [ RELATED]
|
|
I have 2 b20's. One is from a '72 1800ES, the other i don't know. Both were injected motors from Canadian cars. How do i know if they are E or F heads? i've only had carbed motors before.
|
|
-
|
|
|
Thanks everyone,
I finally identified the motors (more or less) The one is an F head, from a '72 it has one plateau at the head bolt just like in the picture. The other is an E head, it has no plateaus. But i can not narrow down its year of build better than '70 to '72. One thing i noticed is it has an elbow on the side of the block to the right of the oil filter, where usually i just see the oil pressure switch. This car i guess also had an oil pressure gauge because of the hose coming out of the elbow. does anyone know what years of P1800 had a setup like this?
|
|
-
|
|
Both my '71 and '72 1800E's had that same fitting with a flex line going to the pressure gauge.
When those flex lines break it makes the most amazing oil plume out the back as all the oil quickly dumps onto the hot exhaust manifold. >8^O
--
I'm JohnMc, and I approved this message.
|
|
-
|
|
|
The two previous posts are mostly right but not completely.
Only the latest F heads (74-75) did NOT have the hole for the auxiliary
air valve because they were K-jet and used the electric auxiliary air valve.
The 72-73 F heads DID have the hole for the water-heated auxiliary air valve.
All the E heads were originally 85.5mm (3.366") thick. F heads were 87mm
(3.425") originally. So the one is a little less than 3 3/8" and the other
is more, almost 3 7/16". Also (I believe this is correct) the E heads have
the dips that Kevin shows in his pic on both sides of the center headbolt
over the manifolds. The early F heads have one dip on the rear side of the
headbolt and the late F heads (with the best port configuration) have NO dips.
BTW it was the 8-bolt engine that was used in 74-75. Earlier are 6-bolt.
B18 heads all have 2 dips, no injector ports, smaller valves and 11/32"
valve stems.
--
George Downs Bartlesville, Heart of the USA!
|
|
-
posted by
someone claiming to be go_go_gagt
on
Thu Jan 20 11:12 CST 2005 [ RELATED]
|
|
i couldn't see the picture in the previous post to know exactly what to look for, and it was getting dark, so i could not read the scale to measure too well. i will try again tomorrow. I could tell that they have slightly different castings. The Unknown head has the number 419753 cast on it, found under the valve cover, right in the middle. The '72 head does not have a number there.
The unknown motor has the numbers 4969 cast on the side, and the number 5029 stamped next to it.
The '72 ES motor has the numbers 8282 2094, all digits stamped.
Can anyone decode these numbers?
|
|
-
|
|
|
The German Volvo club has a downloadable .pdf file on their club's webpage
called "motortypen.pdf" which is pretty handy although perhaps not complete
and not giving as much info as I would like.
If you read the numbers correctly the engine type numbers you cite
are 496950 and 498282. The earlier ones had the 4969 cast on the block
and the later ones just had the 49 cast on the block, in both cases with
the rest to make a 6-digit number stamped on, followed by the digits of
a sequence or "serial" number.
498282 is a 125HP B20F used in 1800s, probably 72-73,
with M41 or M410 tranny (NOT automatic), 1800E chassis up to 39407 and 1800ES
chassis 1-8078 (all of them with std tranny).
I was not able to find the 496950 - the table I have jumps from 496949 to
496979. The 496949 is a B20E and there are B20E engines mixed with B20A,
B20B and B20D (didn't even know there were any of those!) up through type
number 498041. The first B20F type number is 498048. Therefore my guess is
that if your engine type number is indeed 496950, then it is PROBABLY a B20E,
and probably 130HP, used on either a 14xE or an 1800E.
Hope this is helpful,
--
George Downs Bartlesville, Heart of the USA!
|
|
-
posted by
someone claiming to be go_go_gagt
on
Thu Jan 20 08:02 CST 2005 [ RELATED]
|
|
thanks for all the responces. I'll go in the garage tonight and should be able to measure. Both motors are 6 bolt cranks, and the '72 has a tag on it saying it had 75,000 miles when pulled. both have been stored for years, and show no signs of ever being apart, so i would expect they have not been milled. Thanks again everyone !
|
|
-
|
|
Lol, it's Kyle ;). And George,
"The early F heads have one dip on the rear side of the headbolt and the late F heads (with the best port configuration) have NO dips."
The head pictured I'm not 100% sure is an early or later F head, but my 74 F head also has this ridge, which is the opposite of what you're saying about the later F heads not having dips... But then again, I can't even be 100% sure that it is indeed a later F head, but it did come off of a 74 8 bolt block... So, FWIW.
--
Kyle - www.OVTuners.org website and club Official Portland/Corvallis, OR - 1968 142 - current setup: 71b20b SUs, m40, part. stripped, custom CAI, 4-2-1 FI man., Simons exhaust... IPD sways +more
|
|
-
|
|
|
Then there are the Penta oddities...
--
I'm JohnMc, and I approved this message.
|
|
-
|
|
|
Don't want a "P" cam, for example, unless you are planning to put it in
either a boat or a tractor.
--
George Downs Bartlesville, Heart of the USA!
|
|
-
|
|
|
What differentiates a E head from an F head, the F heads have this little plateau you could say connecting these two head bolt holes... As far as I know anyway... Hope this helps! And also, the F head is thicker than the E head... If you can measure accurately enough the head on your 72 motor and compare it to the one on your other engine, considering they were never shaved down or had their heads swapped, you should be able to tell if it's an E or F head. The head will either be the same or shorter, if it's shorter, it is more likely to be an E head. But I go by the little plateau thing between the two middle bolt holes basically.
--
Kyle - www.OVTuners.org website and club Official Portland/Corvallis, OR - 1968 142 - current setup: 71b20b SUs, m40, part. stripped, custom CAI, 4-2-1 FI man., Simons exhaust... IPD sways +more
|
|
-
|
|
|
Inspector
As far as I know, the E head will be machined to accept a air bypass valve which is temperature activated by engine coolant. It (the air by-pass valve, or the oriface it fits into) is located on the passenger side of the head, just below the thermostat. The F head is cast solid in this area.
Poorgie
|
|
|
|
|
