1800: P1800e 1971 Running Twin HS6 SU's

[powen1]

yep mm Sorry !

[powen1]

Thanks Guys a lot of useful info :-)
When I say D Cam I mean the original one when built
Valves gaps are mm
Derek -Electric pump Durite 0-296-12 from what I see , thanks for the suggestion of Ron for disconnecting the pipe out of the equation and Derek for swapping pipes, will look at Brookhouse for flame guard, cheers

[mocambique-amazone]

Don't connect the vacuum to the distributor. Like others wrote it is a retard system.
The inlet valves a little bit closer, the outlet valves with more play will help a little.
Is the inlet port for the pcv with a restrictor?
Should be with a small hole only. It will be a strange sound otherwise. You don’t complained about a strange sound, it will be with a restrictor.

Good luck, Kay

[powen1]

yep with restrictor :-)

[142 Guy]

Originally Posted by mocambique-amazone

Don't connect the vacuum to the distributor. Like others wrote it is a retard system.
The inlet valves a little bit closer, the outlet valves with more play will help a little.
Is the inlet port for the pcv with a restrictor?
Should be with a small hole only. It will be a strange sound otherwise. You don’t complained about a strange sound, it will be with a restrictor.

Good luck, Kay

This is off-topic - a bit.

I received your message. Just so you don't think I am being a SOD I haven't been active on the forum long enough to reply to private messages. Your friend may be able to find the required information here

https://forums.swedespeed.com/showth...42-Project-Car

If not, at some future date when I have PM privileges I can supply an email to provide further details or he can register on Swedespeed and post questions there.

Now, back to the originally scheduled program.

[142 Guy]

Originally Posted by Derek UK

Swap the pipes. Oil cap to carb to allow clean air into the engine. Flame trap to manifold. You should have a PCV valve vertically just above the flame trap.

His current arrangement with the hose from the oil filler cap to the restricted nipple on the intake manifold is the arrangement that Volvo used on the B20E and later B20B cars. My 1971 B20E has the identical arrangement (other than still having the original injected manifold). Key to making this arrangement work is the manifold nipple with the restrictor which eliminates the PCV.

Since Volvo has used both configurations, clean air into the oil filler and clean air into the oil separator both could be considered correct. Its the interesting arrangements where owners connect the oil filler cap directly to the oil separator that are definitely not correct.

[142 Guy]

Originally Posted by powen1

When I say D Cam I mean the original one when built

Unless this is a very low mileage engine, I would be assessing the condition of the camshaft. You can do this without removing the camshaft from the engine; but, it requires the use of a dial gauge and a magnetic base for the dial gauge. You use the dial gauge to measure the movement of the top of the valve spring retainer (valve lift) as you turn the engine over. All the valves should have equal lift of somewhere around 0.4".

Having lift within spec does not guarantee that the cam and lifters have not started to spall; but, if the lifts are within spec you should be able to tune the engine and deal with the eventual deterioration of the cam at some future date.

[Burdekin]

Originally Posted by 142 Guy

This is off-topic - a bit.

I received your message. Just so you don't think I am being a SOD I haven't been active on the forum long enough to reply to private messages. Your friend may be able to find the required information here

https://forums.swedespeed.com/showth...42-Project-Car

If not, at some future date when I have PM privileges I can supply an email to provide further details or he can register on Swedespeed and post questions there.

Now, back to the originally scheduled program.

If you ask the mods here they will let you PM: https://www.volvoforums.org.uk/showthread.php?t=99800