This engine is based on a 94, B230 "squirter" block.  Crank is a 2.5 unit from a Penta AQ block.  Head is from a 1990 740 GLE.  This engine is running stock, 13mm B230 rods which would normally be too long for this combination, but we have sourced an off the shelf piston to allow the long rods to be used with the stroker crank.  Pistons have been notched for valve clearance using Yoshifab's rented notching jig.  The block was bored +.020 and was completely detailed. Reciprocating assembly was balanced.  

 

The cylinder head was surfaced and some very light work was done on the ports to match manifolds.  Again, this project is designed to be mostly stock parts, done on a budget.  Stock cams from the B234.  The intake cam sprocket is adjustable and is set at four degrees advance.  Cam drive utilizes Yoshifab's tensioner setup and billet steel crank belt sprocket.  

 

Intake is a stock, B234 unit.  We have both a 240 diesel brake booster and an early "skinny" booster.  With other modifications (see the "Brakes" page) one of these will hopefully provide clearance at the throttle body. No doubt some tricky plumbing will still be required.  Throttle body is a 960 unit and the intake was bored to match.  The throttle body requires the throttle lever from the B234, and also the TPS switch and bracket.  Easily adapted.  

 

Lots of dress up, as you can see.  I love a sparkly engine.  The cam sprockets and the intake manifold are hand painted in a process called "liquid acrylic" by Ashley Self.  Just a little something out of the ordinary.  The timing belt cover was hand fabricated from a B234 top cover and B230 lower cover.  Probably ten hours in that alone, and a better solution would be required for engines that follow.  The idea of running an uncovered timing belt just doesn't fly for me, especially when you live in a dusty desert like we do.  The block is Rust-O-Leum Daytona Yellow.  Blue parts are powder coated in RAL's 5015 blue. Alternator is a 940, 100 amp unit.  We'll be running just stock v-belts, again, to avoid extra expense, but we are familiar with the serpentine conversion that puts all the accessories on the left side of the engine.