1968 Volvo 1800S

Our most excellent solution is to go back to the best performance year, 1967, for the separate intake manifold.  These next four pictures show removing the heat riser/intake portion of the 1968 manifold.

And this picture shows the best of both worlds-combining the two port 1968 exhaust manifold (1967 had a less efficient single port exhaust manifold) with the very efficient 1967 (or earlier) aluminum intake manifold.

Here is the addition of the heat deflector...

The original carbs mounted onto the early   manifold.


...and here is the assembly after nickel plating and installed on the engine.  Nickel plating not only preserves the appearance of automotive parts, but helps deflect manifold heat from the temperature sensitive carbs.

As with other aspects of this engine, the lower end speced out with practically no wear. The white line on the rod bearing journal (left of picture) is the plastigauge indication of combined bearing and journal wear.


This picture shows old rod and main bearing, so good they could have been reused.


In this case after this original crank shaft has been only polished...

...and the new indicator with new standard bearings is well within original specs.

So the polished crank is reinstalled... 


... with new bearings.

The cyls are only deglazed...

...and new stock bore pistons are installed.


The oil pump is checked for wear.  Unfortunately, reliable service parts are no longer available to rebuild the old pump.


The entire unit is installed new.  As with most mechanical components, only Volvo original parts are used. 

This engine group should only need rebuilding about every 150-200K miles if well maintained.  So all components should last that long.  This is no area to try to economize.