Engine Rebuilding.
We've built dozens of B18 and B20 engines, the first of which was completed in 1993.
We offer a variety of build levels and can accommodate nearly any requirement. All engines are fully balanced and are assembled with a specific deck height and compression ratio. All clearances and tolerances are double checked and confirmed before final assembly.
Important: Please note that every build is unique, and take the following as a loose description of what rough approach we take in order to attain your desired result. When you're ready, we'll talk.
The New Standard: Our entry level engine build, this approach works well on both B18 and B20 engines. It’s a full rebuild that uses a specific combination of over-the-counter components, efficiency modifications and some performance based improvements. The factory allowances were fairly forgiving and broad. The New Standard provides a result that matches the blueprint far more precisely that what the assembly line was able to manage – this is the engine Volvo would have built if only they’d had more time. Typical components include stock rods, cast pistons, D grind cams, aluminum cam gear. These engines will do well with stock fuel systems and stock or improved exhaust.
Optional upgrades: baffled oil pan, aluminum or steel timing gears, forged pistons, H beam rods, lightweight flywheel, ARP studs, 123 Ignition.
The GT: a noticeably higher performing piece than The New Standard, the GT engine features all of the build improvements as The New Standard, with the addition of a nicely modified head, forged pistons, a more aggressive cam, custom valve springs, possibly oversized valves, aluminum timing gears, lightweight lifters/pushrods and <12lb chromoly flywheel, baffled pan. This engine is intended to make the most of what your SU carbs or D-jet Injection can provide and though it will run nicely with a stock setup, it will benefit from an improved exhaust.
Optional upgrades: steel timing gears, H beam rods, 123 ignition.
The Super Sport: this engine uses an even higher level of head modifications and a more aggressive cam, and it’s more performance oriented than what many people would accept from a street driven car. Components include custom forged pistons, custom ground cam on a new billet – not a regrind (secondhand cams often don’t have enough material remaining to accommodate the specs we’re after), possibly larger exhaust valves (depends on the cam selection), possibly higher compression (also depends on the cam), lightweight lifters/pushrods and double valve springs, aluminum timing gears, lightweight chromoly flywheel, baffled pan. For this level build, you’ll want DCOE or Mikuni flat slide carbs (or equivalent); if running fuel injection you’ll need a programmable system to replace the factory D-jetronic (we’ve used SDS with excellent results; have a look at MegaSquirt also), and a 2.5” exhaust is highly recommended.
Brute: the Super Sport engine plus 92mm pistons, more porting and reshaped combustion chambers. Similar intake and exhaust requirements to the Super Sport and will benefit from a good header.
Stroker: not for everyone. This engine will produce more torque than any of our other other formats - as the saying goes 'there's no replacement for displacement.' Providing approximately 2.5 liters, this engine uses a new crank - not a modified stock piece - along with custom rods and Ross Racing Pistons. Of course, the stroker engines include aluminum timing gears and baffled oil pans. As with our other custom builds, there are a number of options in terms of head modifications, cam selection and fuel system.
Our strong preference is that we install the engine in your car, break it in, take care of the formatting, then get it fully tuned so that all you have to do is show up and drive it home. If the dyno is unavailable (or if you don’t want to spend $500 per day to rent it), we’ll tune it with a wideband O2 monitor and GTech Performance Meter. Typically, once we're done, the customer hops into the car with its new engine and promptly drives - sometimes hundreds of miles - back home without incident.
When you're ready, let us know.
We offer a variety of build levels and can accommodate nearly any requirement. All engines are fully balanced and are assembled with a specific deck height and compression ratio. All clearances and tolerances are double checked and confirmed before final assembly.
Important: Please note that every build is unique, and take the following as a loose description of what rough approach we take in order to attain your desired result. When you're ready, we'll talk.
The New Standard: Our entry level engine build, this approach works well on both B18 and B20 engines. It’s a full rebuild that uses a specific combination of over-the-counter components, efficiency modifications and some performance based improvements. The factory allowances were fairly forgiving and broad. The New Standard provides a result that matches the blueprint far more precisely that what the assembly line was able to manage – this is the engine Volvo would have built if only they’d had more time. Typical components include stock rods, cast pistons, D grind cams, aluminum cam gear. These engines will do well with stock fuel systems and stock or improved exhaust.
Optional upgrades: baffled oil pan, aluminum or steel timing gears, forged pistons, H beam rods, lightweight flywheel, ARP studs, 123 Ignition.
The GT: a noticeably higher performing piece than The New Standard, the GT engine features all of the build improvements as The New Standard, with the addition of a nicely modified head, forged pistons, a more aggressive cam, custom valve springs, possibly oversized valves, aluminum timing gears, lightweight lifters/pushrods and <12lb chromoly flywheel, baffled pan. This engine is intended to make the most of what your SU carbs or D-jet Injection can provide and though it will run nicely with a stock setup, it will benefit from an improved exhaust.
Optional upgrades: steel timing gears, H beam rods, 123 ignition.
The Super Sport: this engine uses an even higher level of head modifications and a more aggressive cam, and it’s more performance oriented than what many people would accept from a street driven car. Components include custom forged pistons, custom ground cam on a new billet – not a regrind (secondhand cams often don’t have enough material remaining to accommodate the specs we’re after), possibly larger exhaust valves (depends on the cam selection), possibly higher compression (also depends on the cam), lightweight lifters/pushrods and double valve springs, aluminum timing gears, lightweight chromoly flywheel, baffled pan. For this level build, you’ll want DCOE or Mikuni flat slide carbs (or equivalent); if running fuel injection you’ll need a programmable system to replace the factory D-jetronic (we’ve used SDS with excellent results; have a look at MegaSquirt also), and a 2.5” exhaust is highly recommended.
Brute: the Super Sport engine plus 92mm pistons, more porting and reshaped combustion chambers. Similar intake and exhaust requirements to the Super Sport and will benefit from a good header.
Stroker: not for everyone. This engine will produce more torque than any of our other other formats - as the saying goes 'there's no replacement for displacement.' Providing approximately 2.5 liters, this engine uses a new crank - not a modified stock piece - along with custom rods and Ross Racing Pistons. Of course, the stroker engines include aluminum timing gears and baffled oil pans. As with our other custom builds, there are a number of options in terms of head modifications, cam selection and fuel system.
Our strong preference is that we install the engine in your car, break it in, take care of the formatting, then get it fully tuned so that all you have to do is show up and drive it home. If the dyno is unavailable (or if you don’t want to spend $500 per day to rent it), we’ll tune it with a wideband O2 monitor and GTech Performance Meter. Typically, once we're done, the customer hops into the car with its new engine and promptly drives - sometimes hundreds of miles - back home without incident.
When you're ready, let us know.
The stroker crankshaft.
Stroker crank, <12lb chromoly flywheel, custom H beam rod, Ross Racing Piston.
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We start with something like this:
... then we do some stuff with things like this...
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<12 lb chromoly flywheel.
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... and you end up with something like this. Standard, stock spec rebuild shown.
