Nkreig's K16 Geartronic Build by nkreig

6 minute(s) of a 105 minute read

1-10-2014

Do some better research.

There are quite a few K16 swaps and most are successful. I had issues because of the shop that installed it only had experience with tuning R's which is similar but not the same. Nick has lots of money and Deon from ACT in South Africa to do his tuning with data logging in real time. The rest of us have tunes sent over the internet from across the pond--- much different! There are a couple of C30s out west, a V50 in Sweden, a C70 in Croatia, a V50 in South Africa, a couple of C30's and S40's in South Africa all running K16's without a issue. I am sure there are others out there running a K16 as well that we are not aware of too. There are also many ST focus running the K16 in the UK...some successful and some not. There is one focus ST with a stock block (same as our block) using a simple block mod putting down over 500hp successfully.

Some other info for all to drink up. Your stock pistons are graphite coated and you all have fracture split forged rods. The issue with our block is the weakness between the cylinder liners due to a expansion gap. The later Focus ST's have changes to the depth and width of this gap. Some UK tuning companies have a mod that fill this gap and some have a machined piece that fits in the gap around the cylinders strengthening the top of the cylinders. I personally believe the issue always falls upon the quality of the tune and adapting the cooling of the engine to the upgraded power. That is why some are failing and some are not. These are my own opinions so take them for what they are---opinions. I have been researching a lot from forged internals to Darton sleeves to B5254T block failures. In every failure I have found I talked personally with or read their own findings as to what the cause was. Every one was due to a botched tune, overboosting, lean condition or missing check valve causing a overboost and lean condition (me). 

Furthermore, the engine builder gave his findings today in regards to my engine. The head was fine, no warping, or leaks found. The cylinders on the block were out of spec and they were thought to be ring gouges and not cracks in the liners. Cracks develop in between the liners on this engine not where my thought to be cracks were. Mine also never reached the top of the liner.

Anyway, my car should be done next week and is getting an external oil cooler and newer long block with 28,000 miles at no cost to me. I will keep the old long block and head. The head is great and will be a backup and the long block may get the Dartons at some point, we'll see. 

Stay tuned!!

1-11-2014

This^^^

We are doing the Setrab unit which also expands the oil volume to 7 quarts. This is a little overkill but it will ensure the added safety I want after all I have been through so far. I now have a spare complete engine with bad liners that can be built up when the funds are appropriate. 

Kruno, just to add upon the info we provided regarding the expansion gap between the cylinders, the gap on the older blocks have a narrow and deeper expansion gap 0.50mm wide and 14.5mm deep. The new design (which is the same as the RS block) has an expansion gap 0.94mm wide by 5mm deep. Both blocks have suffered the cracked liners because our engines are running 9:1 (higher) compression and the RS runs 8.5:1. Through my research, this is why the RS has less (if any) cracked liners occurring, along with the fact that the RS has a longer dwell exhaust cam also reducing heat. In my experience working extensively with two-stroke race motors I know heat kills, I feel our blocks can handle 400+HP reliably if you put lower compression pistons and proper cooling. Cams would certainly aide in improving this cooling. The larger oil cooler from the RS is a MUST due to the increased temps and as a matter of fact, should be included in any K16 kit in my opinion. I agree with you completely Kruno, the block mod is not a fix and the Volvo engineers had to have kept it there for a reason--even expansion of the cylinders! The guys with the lower compression pistons are pushing the #'s and not having problems with the RNC block.

As for my build, I have changed my focus to reliability as the #1 factor. Others can do what they want...period. I want to prove that this block can handle the K16 for many miles to come and the only way to do that is not overlooking any details. I switched to Mobil 1 fully synthetic prior to the build, BIG oil cooler, BIG transmission cooler and close maintenance! The guys at the shop will know the B5254T very well by the time they are done with my car and anyone in the area looking to do the K16 will be able to have them as an option. I really have put them to the test! lol It is what it is.

The first thing we are going to do after reassembly is data logging. I want to drive around for a while looking at all parameters making sure all is within normal running conditions. This summer I will data log on the track to do the same thing. I want to know the areas of weakness if there are any after we finish the build and address them right off! I could have easily called it quits and traded the car for something new but after some long discussions with my wife and prayer to God, I am all in.