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Old 03-13-2008, 07:44 PM   #26
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dear members
Had a 740 estate with the B230K engine -- died from a crack between the valves.
the carb was a poor enough design all these vacum hoses etc. It pinged on acceleration , no matter how far I retarded the ignition. My neighbour who had a 740 with the B230F engine with roughly about the same power was running much more economic, -- speed and acceleration were pretty much the same, the B230K was pulling a bit better at low refs. --
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Old 03-13-2008, 08:21 PM   #27
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oops

Last edited by die trying; 03-13-2008 at 08:34 PM.. Reason: double post
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Old 03-13-2008, 08:31 PM   #28
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hans, thank you for contributing something useful. i will take your experiances into consideration
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Old 03-13-2008, 09:23 PM   #29
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anecdotal evidence is the best evidence. Russian roulette is safe, because there's probably one guy he didn't blow his head off!
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Old 03-13-2008, 10:49 PM   #30
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What is a Heron Head? I a ignorant about heads.
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Old 03-13-2008, 11:03 PM   #31
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631 cast head. combustion chamber in pistons. search is good. reading the thread is good
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Old 03-13-2008, 11:08 PM   #32
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OH! making research now
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Old 03-13-2008, 11:14 PM   #33
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i vaguely remember something about stats for turning one into a diesel application would yield like 300ftlbs or some silliness
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Old 03-13-2008, 11:34 PM   #34
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ok something is bothering me. what is a heron head. yea ya ya i know its a 8v head with no combustion chamber...... ok. but what head is it similiar to. teh 530, 531, 160, 405? or is it exactely one of those heads with out the combustion chamber.

given enough money wouldn't a heron head if infact , oh lets say and 531 head with out teh chanbers. would it not be a good candidate for different combustion chamber designs. is there enough to cut them into it??

don't start flaming but somethign i've been thinking about. no i won't buy one but hey someone with enough cash might try something new.
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Old 03-14-2008, 01:25 AM   #35
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Yeah someone posted about using these to make a new combustion chamber shape or something and also wanted to see the valves. As I recall some monkey told him whatever he was thinking it wouldn't work. Hmm, sound familiar?
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Old 03-14-2008, 08:55 AM   #36
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I doubt the heron head would use the same internal cores as a 530 or 531 head. The water jacket is probably moved downward and there is a relatively normal amount of metal on the head around the chamber.

Volvo undoubtably did spend a lot of money developing the concept. But then scarcely used it. CC-pistons came, went, and they continued on making the more conventional heads and pistons. You'd just have to imagine there was some reason behind that.

But by all means, do what you want. Don't expect everyone to agree with you on the likely outcome.
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Old 03-14-2008, 09:32 AM   #37
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here is the head we are talking about here:




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Old 03-14-2008, 11:18 AM   #38
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Well, you could stick big valves on it and not worry about shrouding!
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Old 03-14-2008, 11:22 AM   #39
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One could probably put sone diesel injectors in the plug holes and make a little power with that design.[/benchrace] But that's with diesel fuel. Unless there is something special in those pistons I would suspect they ran on **** gas because of the incomplete burn. Dirty emissions out the pipes but could run on anything? Good reason that it never came to the US. Some of our domestic designs from years ago would run on just about anything that would burn. They changed designs to suit modern fuel and control emissions. Not to mention increase reliability. Probably the same thing going on here, there became no market for the engine.
Anyone got pics of the pistons? Preferably out of the engine where they can be compared to B230F pistons?
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Old 03-14-2008, 12:16 PM   #40
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If you plan on using it all as stock there's no point. Get a dual stage boost controller and run lower boost when you can't get good gas. Cheap and effective and you get to actually drive your car.


Do a google search for "endyn" and "rollerwave pistons".

The heron could make an interesting "science project" for someone who really wanted to experiment with combustion chamber design.

The idea being that you would have a lot of design flexibility, because you can completely change the chamber shape by changing the pistons. The other bonus is that it is probably STIFF, but the value of this might be debatable vs. a small coolant passage casting.

You will need to more-or-less predetermine what combustion chamber shape you want, and have a set of pistons made.

Then be prepared to tweak things and buy a couple more sets of pistons.




I like engine theory as much as the next guy, but such a project would be way more "academic" than I have patience for personally.
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Old 03-14-2008, 01:49 PM   #41
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Quote:
Originally Posted by Captain Bondo View Post

Do a google search for "endyn" and "rollerwave pistons" and "snake oil".

The heron could make an interesting "science project" for someone who really wanted to experiment with combustion chamber design.

The idea being that you would have a lot of design flexibility, because you can completely change the chamber shape by changing the pistons. The other bonus is that it is probably STIFF, but the value of this might be debatable vs. a small coolant passage casting.

You will need to more-or-less predetermine what combustion chamber shape you want, and have a set of pistons made.

Then be prepared to tweak things and buy a couple more sets of pistons.




I like engine theory as much as the next guy, but such a project would be way more "academic" than I have patience for personally.
Yep seems hardly proper to have something like this, which is really pointless , on Performance forum when it is the epitome of off topic.
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Old 03-14-2008, 02:20 PM   #42
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Quote:
Originally Posted by John V, outside agitator View Post
Yep seems hardly proper to have something like this, which is really pointless , on Performance forum when it is the epitome of off topic.
+1, well said.
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Old 03-14-2008, 03:02 PM   #43
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Old 03-14-2008, 03:08 PM   #44
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Thats still higher octane than american 89.
I thought it was for ****ty gas?
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Old 03-14-2008, 03:18 PM   #45
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i know there are different means of obtaining octane rating, anyone know what method was used in this case? if this is true that 95 must be used than i would have to conced my point and agree that a worked over 531 and would be much better for my needs
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Old 03-14-2008, 03:18 PM   #46
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its a euro-design, I figured it would be RON
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Old 03-14-2008, 03:21 PM   #47
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So... I wonder how the exhaust port looks in that cylinder head. If the manifolds are at the same position as in other heads that does give a possibility to have a nicer radius for both intake and exhaust, as they are lower in relation to the manifold flange.

Maybe.

Weren't the ancient Ford Kent engines similar?
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Old 03-14-2008, 03:24 PM   #48
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I dunno. Look at pistons 2 and especially 3 in that scanned article. They seem to have suffered some bad DETONATION!!!!

har har har
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Old 03-14-2008, 03:54 PM   #49
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Quote:
Originally Posted by Wagner View Post
So... I wonder how the exhaust port looks in that cylinder head. If the manifolds are at the same position as in other heads that does give a possibility to have a nicer radius for both intake and exhaust, as they are lower in relation to the manifold flange.

Maybe.

Weren't the ancient Ford Kent engines similar?
Yeah Kent in EU was also Heron and it had an huge tall piston. Pin to top of piston was 44.1mm
There are some Renault engines with the Heron head as well.

Pointless excercise here.


And boys, 98 Okt RON = 94 by USA's method of RON+MON / 2
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Old 03-14-2008, 04:02 PM   #50
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Quote:
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Thats still higher octane than american 89.
I thought it was for ****ty gas?
It was a carburated engine running on leaded gas without a cat or O2 sensor.
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