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Got some great news from the "ex" today. She has a '99 9-5 2.3 motor with a cracked piston and blown head gasket sitting in her garage. Her pops said it's mine for 200 bucks and my instructor at school told me if I get it, we will build it! I'd have a whole year to work on it, shop time literally every day, every tool imaginable at my disposal, and a Swedish shop instructor + TSL to guide me through it. I'd want it to be able to make mid 300hp safely and reliably and hopefully by the time I'm done, I can buy a Vig or mint 9-3 to swap the motor into. What do you think? Should I go for it and start building up a (mild) monster??
 

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Ex's dad? Offer him a 100$. You would doing them a favor getting it out of the garage at any price :). Ruthless, I know...

You are going to have some real money into this by the time you buy everything. Have you priced it all out?
 

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NickTurbo900's right, you will still end up with a fair amount of $ invested. Performance parts don't come cheap. But if you've got a year to put it all together, sounds like a great opprotunity to build a screamer. The learning experience alone may be worth it. I say if you can swing the $s go for it. When it's built, it should be easy enough to come up with a car with a blown up engine to put it in. I'd be thinking 9-5, a nice subtle sleeper, something along the lines of that monster that dajazz is building.
 

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nice go for it
ive got a guy down the street with a b204, complete, that im picking up from him
he blew the headgasket on it and put a whole new motor in his car
not sure why he didnt just replace the hg
either way if anyone's interested ill probly turn around and give it to anyone for the amount i pay for it (which will probly be less than $200)
 

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b234 internals ftw /thread
Not sure why everyone is so down on the 235. After building a 234/235 hybrid I can tell you the pluses and minus as I could see, and the high end machine shop commented as well.

224 has shorter rods and heavier pistons, good for durability yes but the piston geometry is not so great. Longer rods mean more torque. The forged crank and rods of the 235 all seem good. but you can always replace with a better set for rods if you want. Other than that the block is the same you know...

So I would do the 235 bottom with better pistons, change to the newer oil pump and you should be golden.
 

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Everyone loves the flow of the B235 head more I guess.
 

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Not sure why everyone is so down on the 235. After building a 234/235 hybrid I can tell you the pluses and minus as I could see, and the high end machine shop commented as well.

224 has shorter rods and heavier pistons, good for durability yes but the piston geometry is not so great. Longer rods mean more torque. The forged crank and rods of the 235 all seem good. but you can always replace with a better set for rods if you want. Other than that the block is the same you know...

So I would do the 235 bottom with better pistons, change to the newer oil pump and you should be golden.
lighter pistons = better high RPM performance. Don't know why everyone likes to hate on them either.
 

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Longer rods dont necessarily = more torque, longer stroke does due to leverage ratios on the crank, but thats another story haha. I probably have my notes from my engines class somewhere here, and I KNOW that we went over what the ideal ratio of rod length vs. stroke distance. All my shit from college is buried down in the basement ATM tho.
 

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B234/235 ftl did tje swap also as a budget rebuild, and while it will make the car run I feel you loose a lot of power as i am sure at least a couple others here can attest to also
 

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Longer rods dont necessarily = more torque, longer stroke does due to leverage ratios on the crank, but thats another story haha. I probably have my notes from my engines class somewhere here, and I KNOW that we went over what the ideal ratio of rod length vs. stroke distance. All my shit from college is buried down in the basement ATM tho.
I used to be obsessed with rod/stroke ratios, but got a dyno program and learned they make little to no difference in the output of the engine. (Provided the ratio is within a certain acceptable range.)

Realistically you just want to cut down on your reciprocating weight whenever you can. It's why they make pistons out of aluminum despite heat expansion issues inherent in the material.
 
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