[DML] Re: Rebuilding a Blown Motor. (continued)

["content22207" <brobertson@xxxxxxxxxxxx>]

Eagle PRV is identical to Volvo B280 -- a MAJOR redesign of the
original B27/B28 platform:
- Even firing sequence
- 10.5:1 compression
- Different size intake ports (won't match older K Jetronic intake
manifold, though width is same). Also no K Jetronic injector ports in
the heads (uses EFI LH Jetronic)
- Cylinders are reported larger diameter. I'd read once in a Volvo
newsgroup that bore was the same as B28, but engine owners on DML
claim otherwise. If cylinders are indeed different size, you'll have
to keep B280/3.0 heads with the block
- I believe main bearings are different too

Have you done a compression test on your current engine yet? That will
at least where you're losing coolant (because it's under constant
pressure, coolant flows into the cylinders, not the other way around).
You may also be able to see rust on the electrode of the affected
spark plug. The foam in your breather cap replicates what's going on
inside your engine (pull the dip stick). That's why the main bearings
may be suffering accelerated wear.  

Volvo newsgroups complain that Volvo head gaskets are much less sturdy
than Renault. I believe it's the difference between soft metal and a
composite of some sort. That being the case, you may simply have a
disintegrating head gasket. Martin Gutkowski could send you a Renault
replacement. This local (to me) mechanic also imports them:
 Norman Preser
 International Car Restoration
 754 Kirkland Circle
 Elgin, SC 29045
 (803) 438-6626

I sincerely doubt seals at the bottom of your cylinders are
compromised. But be careful when removing the affected head or they
may so become! There's a funny swooping motion you're supposed to make
when removing a PRV head to break the upper cylinder liner seals
before removing it. Simply lifting it staight off will pick them up
and break the lower seals. You've also got to be careful not to
disturb the liners while the head is off. If there's any chance you'll
be rotating or otherwise jostling the engine, buy or make brackets to
straddle the liners (attach in head bolt holes) and hold them still.

Bill Robertson
#5939

>--- In dmcnews@xxxxxxxxxxxxxxx, "therealdmcvegas" <dmcvegas@xxxx> wrote:
> The reason that I chose the Eagle Premier PRV was out of nessesity.
> There are only 2 PRV motors here in town, at the junk yards. Vegas
> sucks when it comes to being an automotive hobbiest, and this is a
> prime example why. It's the same salvage yard that has both PRV's, and
> they've never even done a compression test on either one! So who knows
> what the condition of the engines are, except to say they're over 91K
> miles on the clock. After I ran thru a couple of quick pictures on the
> Eagle Premier books, and wiring diagrams that I have here, that too is
> when I discovered that there is no pick up for the distributor. Just
> as bad, I have no idea what the difference between the crankshafts
> are. So even if I could swap heads, and cams, I have no idea if the
> connecting rods, and the bearing assemblies will even fit between
> Eagle/DeLorean. Another thing was checking the archives, someone had
> come up with this idea before, and it was *estimated* that the
> compression would result in 9.5:1, or so. I have no idea if that would
> result in bad vibrations, with an odd-fire engine.
> 
> Currently, the engine runs just fine. No loss of power, oil pressure
> looks to be the same, and no decrease in gas milage. Exhaust is clean,
> with no smoke, or steam. But the level of oil inside the crank case is
> the same. Despite a bad leak from the front main seal. So while I have
> not performed any tests on the motor, I don't think that a simple head
> job is going to heal my engine. I think that the water jacket has been
> compromised between the block, and the cylinder sleeve. As you can
> guess, I am very worried about the internal condition of the motor. I
> have no clue as to WTF this crap is thats puking out of the breather
> cap. And that makes me worried as to what the condition of the oil
> passages, pump, and my valve train in general are, let alone my
> bearings, thrust washers, and crank. Back when I first discovered this
> issue, Warren @ DMC Houston told me that due to the description of my
> motor, it didn't qualify for a performance upgrade. I could only get a
> crate motor installed.  So that hasn't exactly built up any hopes for
> salvaging this engine.
> 
> -Robert
> vin 6585 "X"




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