Engine: 140 1986cc B20E: - Have i got an E or an F

Oilline · Jan 15th, 2008, 14:49

Can anyone tell me how to tell if my 1973 144 GL has a B20E or B20F engine?
When did they swap over? Can you tell from the chassis number (382684)

DaveTrees · Jan 16th, 2008, 12:07

What's the full engine number (both the cast & stamped parts) ? I'll look it it up for you .....

I thought the low compression B20F was mainly a USA market version though (for emissions purposes) ? Certainly here in Australia all the injected 140s had the B20E.

Dave

Pigeon · Jan 16th, 2008, 20:55

The F spec is a better drive than the E, anyway - the nominal 5bhp loss is more than made up for by its less peaky character. If you have an E it's well worth fitting the thicker F head gasket IMO.

DaveTrees · Jan 17th, 2008, 20:36

Quote:

Originally Posted by Pigeon

The F spec is a better drive than the E, anyway - the nominal 5bhp loss is more than made up for by its less peaky character. If you have an E it's well worth fitting the thicker F head gasket IMO.

First time I have ever heard a stock B20 motor described as "peaky" !

Pigeon · Jan 17th, 2008, 21:21

Well it isn't really, is it

but I'm speaking comparatively; they may both be pretty tractable, but the F is definitely more tractable than the E, and having done a back-to-back on the same engine in the same car first with the E spec head gasket and then with the F, I can definitely say it feels like it goes better with the thicker F spec gasket. Since I was expecting instead to notice, if anything, the loss of 5 bhp odd, I think we can fairly safely rule out observer bias

DaveTrees · Jan 17th, 2008, 23:28

Quote:

Originally Posted by Pigeon

Well it isn't really, is it

but I'm speaking comparatively; they may both be pretty tractable, but the F is definitely more tractable than the E, and having done a back-to-back on the same engine in the same car first with the E spec head gasket and then with the F, I can definitely say it feels like it goes better with the thicker F spec gasket. Since I was expecting instead to notice, if anything, the loss of 5 bhp odd, I think we can fairly safely rule out observer bias

I would have thought tractability would depend more on cam spec than compression ?

We never got the B20F over here, so I have never driven one. (Haven't driven a "proper" B20E either for that matter .... but my B20B-powered 144 with B20E head & cam & twin SUs goes nicely enough

)

Pigeon · Jan 19th, 2008, 00:44

Quote:

Originally Posted by DaveTrees

I would have thought tractability would depend more on cam spec than compression ?

Sure, but that's not to say that compression has no effect; there are plenty of engines where there is a "lugging" version in a van or something which is just the same as the car version but with lower compression, and so has lower power output, but a wider and flatter torque curve.

B20F · Jan 19th, 2008, 20:27

The head height from a B20E is 3.34in(84,9mm) from a B20F it is 3.42in(87.0mm) measured between cylinder head joint face and face for bolt heads. Compression ratio for a B20E is 1:10.5 for a B20F 1:8.7. They both have a D camshaft. The B20F was made only for the American market from '72-'75. So only American 1800E's from '70 & '71 were fitted with the B20E.

Clan · Jan 19th, 2008, 20:46

It must be remembered that the 144 GL had the B20E whilst the injection 145 Had the
B20F ( In the UK anyway )

Jan 15th, 2008, 14:49	#1
Oilline Member Last Online: Jun 11th, 2017 19:24 Join Date: Apr 2007 Location: Skipton	Have i got an E or an F Can anyone tell me how to tell if my 1973 144 GL has a B20E or B20F engine? When did they swap over? Can you tell from the chassis number (382684)

Jan 16th, 2008, 20:55	#3
Pigeon Volvo-loving biker Last Online: Feb 3rd, 2019 05:24 Join Date: Sep 2006 Location: All alone in the crazy city	The F spec is a better drive than the E, anyway - the nominal 5bhp loss is more than made up for by its less peaky character. If you have an E it's well worth fitting the thicker F head gasket IMO. __________________ Pigeon's Nest Be kind to pigeons

Jan 17th, 2008, 21:21	#5
Pigeon Volvo-loving biker Last Online: Feb 3rd, 2019 05:24 Join Date: Sep 2006 Location: All alone in the crazy city	Well it isn't really, is it but I'm speaking comparatively; they may both be pretty tractable, but the F is definitely more tractable than the E, and having done a back-to-back on the same engine in the same car first with the E spec head gasket and then with the F, I can definitely say it feels like it goes better with the thicker F spec gasket. Since I was expecting instead to notice, if anything, the loss of 5 bhp odd, I think we can fairly safely rule out observer bias __________________ Pigeon's Nest Be kind to pigeons

Jan 19th, 2008, 20:27	#8
B20F Master Member Last Online: Jul 7th, 2016 21:43 Join Date: Mar 2007 Location: Zeist View Photos By: B20F	The head height from a B20E is 3.34in(84,9mm) from a B20F it is 3.42in(87.0mm) measured between cylinder head joint face and face for bolt heads. Compression ratio for a B20E is 1:10.5 for a B20F 1:8.7. They both have a D camshaft. The B20F was made only for the American market from '72-'75. So only American 1800E's from '70 & '71 were fitted with the B20E. __________________

Jan 19th, 2008, 20:46	#9
Clan Experienced Member Last Online: Yesterday 23:35 Join Date: Jun 2007 Location: L/H side	It must be remembered that the 144 GL had the B20E whilst the injection 145 Had the B20F ( In the UK anyway ) __________________ My comments are only based on my opinions and vast experience .

Jan 16th, 2008, 12:07	#2
DaveTrees New Member Last Online: Oct 24th, 2008 10:34 Join Date: Nov 2004 Location: South Gippsland, Australia	What's the full engine number (both the cast & stamped parts) ? I'll look it it up for you ..... I thought the low compression B20F was mainly a USA market version though (for emissions purposes) ? Certainly here in Australia all the injected 140s had the B20E. Dave

Currently Active Users Viewing This Thread: 1 (0 members and 1 guests)