Piston rings

[alf]

Hy people! I`m trying to find (and buy) new piston rings for my B200E, standard dimension. In my country they cost almost 150 euros, too much in my opinion, since i found on e-bay sets of new piston rings for B230 at around 50 euros.
So, i have two questions: from where i can buy such thing at a decent price, and two : the B200E engine was mounted on 2xx series? I ask because i found on a swedish site Volvo 2xx with B20 engine (it`s not the same, isn`t it?).
Thank you.

[alf]

Ok, after digging on the internet, i`m a little dizzy: can i use piston rings from a 240?

[alf]

Help...in the UK there are available for sale such things- piston rings for B200E?

[jtbo]

I don't know, but if piston diameter is same, wouldn't piston rings fit as there are not much of changes at all.

I have been under impression that any B200 pistonring set would be the same?

B20 and B230 are different then.

[trabitom99]

Hello Alf,

the part numbers you need for a B200 piston ring kit are:

275363 STD
275364 oversize 0.38mm
275365 oversize 0.76mm

none of my usual online stores have these in their pricelists. I can check prices for you, the next time I'm near a Volvo dealers' though.

Cheers

Tom

[alf]

thanks a lot!

ps: look what i`ve found (viva le google):

http://eshop.original-teile.de/index.ph ... ram=275364

[alf]

It`s me again! I found a set of Goetze rings . I want to know, it`s okay to shave the head-off by 0.20 mm, in order to increase the compression ratio?



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Thanks, Alex.

[Ride_on]

Depends what compression ratio you have to start with and what fuel you are using/can use. The thing you need to think about are;

Valve/piston clearance - probably ok
Ignition Timing (different renix unit, unless you have older adjustable advance)
Fuel octane rating (95ron is ok upto 10:1 with appropriate renix)

Many UK 360s where 10:1 up to 1986/87 and so have suitable renix units available. All the various data is available in the different years of owners manuals.

I guess its not that easy to know your new compression ratio but basically you could go ahead with it, and then mess about with higher octane fuel or different renix units to stop any pinking/knocking that might occur. It might be good to compare a 10:1 head and then use the appropriate renix unit so you are building something that has already been engineered.

The 10:1 engines have a really nice low end torque, but I do remember some of my older cars were prone to pinking, could have been due to over fuelling though (worn Stromberg needles).

[foggyjames]

This information might come too late, but don't write off the B20 rings - the B20 was 1986cc, just like the B200, and *might* use the same pistons and rings. It's worth checking, anyway.

B230s were larger bore, so that's no good.

You can calculate how much to skim the head by to achieve a particular compression ratio, if you're feeling clever. Measure the volume of the combustion chamber in the head (and piston crown, if it features a recess) - fill with water, then extract with a syringe, measuring in CC as you go. Divide the cylinder capacity (1986cc / 4 = 496.5cc) by the chamber capacity (it was around 65cc on a 531 we measured recently for a turbo engine), and you have your static compression ratio. In that case, it was a B230 (580cc per cylinder), so the compression ratio was approximately 9:1...about right for our 'street' turbo application. Of course it gets more interesting if you have a piston with a raised centre (high compression B200), but you can probably work something out I see yours are slightly dished, which I think makes it a lower compression (later) B200. Raising it back up to 10:1 (or even a bit higher) would work well, as long as you're willing to feed it suitable fuel!

You could play with filling the head a little short of the top, to see how many CCs that saves you...and how much you need to shave off to raise the compression to your target.

cheers

James

[alf]

Thanks for your replies. In the end, i decided to leave it stock (lack of money, fear I might broke something). I also thought i might use the pistons from the B19, but they are taller, and the rod seems shorter. So, not this time. Btw, on the B19 on all the valves is written VOLVO, on the B200 the valves are clean. Are they after-market?



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[foggyjames]

The inlet valves normally have Volvo written on them.

Yes, it's my understanding that the B19s used a longer piston / shorter rod. Not really a good thing for high RPM operation...even the later setup is pretty old fashioned nowadays.

cheers

James

[classicswede]

This information might come too late, but don't write off the B20 rings - the B20 was 1986cc, just like the B200, and *might* use the same pistons and rings. It's worth checking, anyway.

B230s were larger bore, so that's no good.

You can calculate how much to skim the head by to achieve a particular compression ratio, if you're feeling clever. Measure the volume of the combustion chamber in the head (and piston crown, if it features a recess) - fill with water, then extract with a syringe, measuring in CC as you go. Divide the cylinder capacity (1986cc / 4 = 496.5cc) by the chamber capacity (it was around 65cc on a 531 we measured recently for a turbo engine), and you have your static compression ratio. In that case, it was a B230 (580cc per cylinder), so the compression ratio was approximately 9:1...about right for our 'street' turbo application. Of course it gets more interesting if you have a piston with a raised centre (high compression B200), but you can probably work something out I see yours are slightly dished, which I think makes it a lower compression (later) B200. Raising it back up to 10:1 (or even a bit higher) would work well, as long as you're willing to feed it suitable fuel!

You could play with filling the head a little short of the top, to see how many CCs that saves you...and how much you need to shave off to raise the compression to your target.

cheers

You also need to factor in any land over the piston to the top of the block and the volume of the head gasget.

James

[foggyjames]

I.e. if the piston crown is proud of the deck?

In practice, we found it was actually pretty hard to CC the chamber in the head. It's kinda hard to tell exactly when it's "full".

cheers

James

[alf]

Hi all, I have a question regarding that wire that runs through the spring inside the oil scrapper ring:



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On a new set of piston rings that wire doesn`t exist, is it ok to put them on the pistons like that?





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thanks, Alex.