Reg Evans Posted January 16, 2007 Report Posted January 16, 2007 Can a 201 plymouth engine be changed to a 230 with crank ,rods,and pistons. Does the cam have to be changed too? Quote
Olddaddy Posted January 16, 2007 Report Posted January 16, 2007 I believe a 201 can be made into a 218, but not a 230. I'm guessing though, it's probably a GTK question, or maybe George Asche. Quote
james curl Posted January 17, 2007 Report Posted January 17, 2007 The bore on the 201 was .125" smaller than the 217.8, the stroke was the same. I thank you could use the 230 crank and rods in the 201 to make a 212.8 cu in engine, only gains you 11.8 cu in. Bore on 201 is 3.125" and 218/230 is 3.250". The stroke on the 201/217.8 is 4.375" and the stroke on the 230 is 4.625". Quote
Reg Evans Posted January 17, 2007 Author Report Posted January 17, 2007 Thanks Charlie and James. Could the 201 block be bored out to 3.250" and then all the 230 parts installed? Quote
james curl Posted January 17, 2007 Report Posted January 17, 2007 The machine shop that did my machine work and Jim Terrell of Terrell Machine Parts both said the 217.8 could be bored .125", I was afraid to go .090", Terrell Machine Parts had a set of them and said that you could go .125". If .125" broke through into the water jacked you could always sleeve the block. I guess you chould have the block magna fluxed then bored .125" and if it ruined the block you would only need another block. I would be afraid to try to bore .125" if I was not prepared to throw the block away if anything went wrong. Quote
Plymouthy Adams Posted January 17, 2007 Report Posted January 17, 2007 I have never been one to just take an engine to the max just because it can be done..I believe in longevity..any refresh/rebuild that requires cylinder attention should only be addressed as what needs to be done to correct the problem with mininum effect to long life. Same with shaving heads and blocks..this is reserved for the eventful need to correct for slight warpage...unless you building an all-out racing machine, the results in going max versus the inprovement you will see on the street is just not cost effective. Better iginiton, better breathing (intake/exhaust manifolds) higher lift cam with longer duration and improved carburation..will net you some pep without sacrafice to the metal in your motor. Mind you you will lose headroom for lift with milling of head and block. Of course..if you just got to do it..then hey..go for it..it just an old engine..rodders throwing them out daily...thats the beauty of the industry..one does this, another does that and everyone wins in one way or another. The little 4 and 6 cylinder engines out there today..screamers in the pure sense of the word...some are so-so engines and the so-so will be here long after the screamers are gone..the screamers are 90% plus designed interferrence fit..not a good combo when the rubber band breaks...there are a few that are plenty powerful and non-interferrence fit..this is the trade off. RMA Reliability, maintaibilty and availability...that is the true test of a machine. Quote
james curl Posted January 17, 2007 Report Posted January 17, 2007 If you can get hold of Don Coatney's friend Hudson over on the Inliners site or the HAMB site he is very knowable about the flat head MoPar engines. He had an essay on rod lengths and crankshaft exchanges to create different displacement sizes of engines. If you can get him to answer your question he probably knows the answer. He and his father run a flathead MoPar in a pulling tractor in pulling contest. Quote
Reg Evans Posted January 17, 2007 Author Report Posted January 17, 2007 I didn't say I was gonna bore out the 201. Just curious and wondered if it could be done without sacrificing reliability. Aren't the outside dimensions of a 201,218 and 230 block all the same? Aren't the pistons in the 3 engines on the same center to center dimension? Quote
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