Re: Further PRV History

["content22207" <brobertson@xxxx>]

Major aluminum castings are identical among Peugeot, Renault, and
Volvo installations. Differences are in bolt on accessories.

The original engine displaced 2.66 liters (rounded up to 2.7 liters).
Hence engine ID's such as "B27" (Volvo) and "Z7V" (Renault). At the
turn of the decade it was bored out to 2.84 liters -- that's the
engine purchased by DMC. Cylinder heads are not transferrable between
2.7 and 2.8 liter versions. Other bolt on components are transferrable. 

Early PRV's were produced with carbureted manifolds. By the late
1970's Bosch K-Jetronic was standard. Note that until Volvo's 1988
re-design, fuel injection occured in the cylinder heads, not the manifold.

CIS (Constant Idle Speed) and Lambda Sond systems were later additions
that did not alter core engine design. Later PRV's were also equipped
for EGR (Exhaust Gas Recirculation) and air injection, though DMC did
not use either (the capped off port in our U pipes is where EGR would
normally enter).

By utilizing different height pistons, PRV's were produced with both
high and low compression ratios. Only low compression versions were
legal for US import until the late 1980's.

Non-DeLo owning Americans are mostly familiar with the PRV through
Volvo's 260 and 760 series ("B27" and "B28" engine ID's). It was
nevertheless not a common engine over here, overwhelmingly outnumbered
by the 240/740 4 cylinder series (totally different engine with no
transferrable components). It is very possible that a Volvo dealership
may have never seen a PRV. 

Volvo itself engineered major modifications to the PRV design in 1988,
creating the even fire, very high compression (10.5:1) B280, still
produced in Douvrin, France. Through its Renault connection, Chrysler
imported this re-designed engine for the Eagle Premier series (not to
be confused with the completely different AMC Eagle series). Very
little is transferrable between the B280 and the B27/B28, but there
are a *FEW* xRef's -- don't forget to look up circa 1990 Eagle Premier
or Volvo Bertone in a parts house computer if early 1980's 260/760
does not provide any hits. For example, even though its ignition is
different, a set of B280 spark plug wires will fit our cars. B280 fuel
injection is Bosch LH-Jetronic -- totally incompatible.

Please note what John Hervey pointed out: even though all PRV's may
share common gauge sender ports, THE SENDERS THEMSELVES ARE NOT
COMMON. The type of instrument being driven at the other end
determines which sender is used. Gauges of course vary between
manufacturers, and even between year models for the same manufacturer.
Hence only the thread patterns are identical. Calibrations, sender
design, etc may well be different. 

Note also that PRV threads are British Standard pattern (BSPT, common
in Europe), not National Pipe pattern (NPT, common in US). The two
look deceptively similar, but they are different and are not
interchangeable. Most fittings stocked over here will NOT fit. For
example, it is difficult to find an over-the-counter hose barb to
replace the thermostat bleed screw. Senders for after market gauges
also will not fit. BSPT fittings and adapters between the two patterns
are available mail order.

Bill Robertson
#5939

>--- In dmcnews@xxxxxxxxxxxxxxx, "John Hervey" <john@xxxx> wrote:
> Dale,
> I will give you my answer. The ( engine ) was built in Douvrin,
France not
> the cars and called the PRV 6 engine because of the joint venture.
> Let me clarify engine, Short block w/o heads and intake and other major
> parts, then you have a long block that will have heads and in some cases
> intakes but made different for different markets. Over here the
intake isn't
> part of the short block and maybe part of the long block. Then you
have all
> the instrumentation, sensors, and switches which have to be different to
> match up with the countries that the engine is going into. So: Volvo
will
> have it's differences from the Renault and the Peugeot because they are
> going into different cars and markets. The problem in sourcing parts
on the
> engine is which market was the part originally made for and how did De
> Lorean adapt to it. Example, A temperature sensor for the Delorean
using an
> AC Delco dash will have a different resistance normally than the
same sensor
> in a Volvo using a Volvo dash or who ever makes it for them. They
screw into
> the same hole but have different compatibility characters. So you
have to
> find or luck across the right sensor or equipment that Delorean used.
> Another example is the CV boots we have were originally designed for the
> Audi and made by Lobro. The car is full of this kind of what fits
and works
> and who was the prime company it was built for.
> Delorean in most cases was not the initial market.
> Take a look at this article on PRV6.
> John Hervey
> www.specialTauto.com
> Delorean Parts
> 
> http://members.fortunecity.com/perttim/therenault30file/id20.html
> 
> 
> 
> -----Original Message-----
> From: D F [mailto:funkstuf@xxxx]
> Sent: Friday, January 09, 2004 11:06 PM
> To: dmcnews@xxxxxxxxxxxxxxx
> Subject: RE: [DML] Heads up on oil pressure sender cross parts reference
> 
> 
> This brings up a question.
> I here that this engine cross references with Volvo parts, I heart
that it
> is a Renault, and I hear that it is a Peugot.
> What's the real story here? What other cars was this engine
actually in. I
> have heard more about it being a Renault than a Volvo...
> So, who knows the truth.. Where was this engine built?
> Dale Funk
> 4984
> 
> 
> >From: "supermattthehero" <supermatty@xxxx>
> >Reply-To: dmcnews@xxxxxxxxxxxxxxx
> >To: dmcnews@xxxxxxxxxxxxxxx
> >Subject: [DML] Heads up on oil pressure sender cross parts reference
> >Date: Fri, 09 Jan 2004 05:10:40 -0000
> >
> >I had a fun experience this week trying to find an oil pressure
> >sender replacement locally. On the cross-parts reference, a Volvo
> >part is listed. So I called a Volvo dealership and asked them to
> >send me the part, well, they said it was replaced with a newer part
> >and could overnight it to me for free, so I purchased it for about
> >$30. It wasn't even close. Wrong size threads, and had a spring
> >loaded piston on it. So, I would like to warn everyone else that the
> >part number in the cross reference list is wrong and won't thread
> >into your block.
> >
> >I called up about 4 Volvo dealerships here in Central PA asking for
> >help, and when I mentioned it was for a PRV-6, the answer was
> >either "that engine was used in boats," or "i have no idea." I would
> >have thought Volvo dealership mechanics would have known a thing or
> >two about the engine??? This was kind of scary, considering I may
> >need to call one of these places in the future, should my D ever need
> >some serious engine work. I'll deal with that when it comes I
> >guess.
> >
> >Anyway, I looked back in the backissues and found where Marty Maier
> >specified the Autozone part, Wells PS-136. I was able to cross
> >reference this part at NAPA and the price was around $27 with tax.
> >It looks almost exactly like the original, with the exception that
> >there is a spade connector at the top instead of a bolt and nut.
> >
> >Matt
> >#1604
> >
> >P.S. Does anyone have any good tips for restoring the black plastic
> >valences? Mine are a little scratched up.
> >
> >
> >
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> >
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