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Post by Sigmund Fraud on Dec 9, 2014 12:14:49 GMT
Here's some (particularly poor) photographic proof of the progress : More to follow, hopefully in the weekend.
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Post by Sigmund Fraud on Dec 13, 2014 13:29:37 GMT
I managed to do a bit more work on the replacement head today. Waterways and oilways are amazingly clean, even the water pump was in a pretty good state (but will be replaced regardless). The face is nice and flat, with no corrosion whatsoever. Spark plugs #1 and #4 came out easily, #2 was tight and #3 took a breaker bar and a fair bit of swearing. The threads don't look too bad, though, so I'll pass a tap through them and see whether they can be saved. Another issue I discovered is that, looking into the ports, the valve stems and guides have plenty of surface rust/deposits. The valves are not stuck, though, and a quick WD40 test didn't show any leakage past them. The next step would be to take the valves off to see how well they can clean up. This way I'll also be able to assess the guides and decide whether a trip to the engineer's will be necessary.
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Post by Sigmund Fraud on Jun 14, 2015 19:33:41 GMT
Update time !!!
Not much has happened with Ena over the last six months, as I've been busy with my other hopeless jalopies priceless classics.
Shortly after the last update, fellow DAFfer "swissdave" contacted me with an offer I really couldn't refuse : his spare V340 head completely FOC ! Amazing stuff, and more proof that only the nicest and kindest people drive DAFs !!! Thanks once gain, Steve !
An enormous parcel arrived at my doorstep a few days later. I took it to my workshop, unpacked it, unbolted all the Volvo-specific bits and... erm... left it under my workbench, where it gathered dust until today. Hmm... Must try harder !
Anyway... Today I took my vernier caliper out and began measuring things :
- The B14 combustion chamber is wider but shallower than the B110 one. I didn't have a syringe to compare volumes accurately, but I would expect the compression ratio to be slightly higher with the B14 head.
- The B14 head would sit differently on the B110 liners but they're wide enough for it to fit without issues.
- The inlet valves are the same size on both heads, but the exhaust valves of the B14 are smaller (!).
- The B14 inlet ports are much larger, but its exhaust ports are smaller than the B110 (!!!).
Overall, it seems that the B14 head will fit without much hassle. I'll jet the carburettor as per the Marathon specs to compensate for the higher compression, but I don't expect much in the way of performance gain.
I then spent some time cleaning the B14 head with plenty of paraffin, which has made it look brand new(ish). The face is nice and straight, no corrosion and only a few minor marks that disappeared after I attacked them with some emery paper. All the spark plug threads have a bit of damage, #1 more than the others, but they're saveable. Just cleaning them (to an OCD standard) was enough to allow all four plugs to be screwed in fully by hand.
So far so good, then.
Will Ena be ready to attend the ED weekend ? Time will tell...
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Post by macplaxton on Jun 15, 2015 0:20:37 GMT
hopeless jalopies priceless classics. I have quite a few piles of shit quality used spares around here. Now there are B14 heads and B14 heads...B14.0, B14.1, B14.2, B14.3 and B14.4. The result being, a B14.0 is quite a different beast from a B14.4 in the detail.
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Post by Sigmund Fraud on Jun 15, 2015 7:14:17 GMT
Most interesting ! Next time I'm down at the workshop I'll see if I can find any markings on mine to tell which version it is. Do any of them come with hardened valve seats ?
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Post by macplaxton on Jun 15, 2015 11:48:32 GMT
14.3 And 14.4 versions have hard seats.
Can't remember when they started fitting 14.3 heads, I'd have to ask/look it up.
What I do know is that the old B14.0E head I have has 1/2" reach spark plugs as some muppet put in later 3/4" ones and it was squeaky bum time taking them out!
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Post by swissdave on Jun 15, 2015 12:59:39 GMT
It's off a low mileage 14.4 engine, the block is in my car.
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