VClassics

The MPPE (Multi-Purpose Performance Engine) is For Sale - $8500 for Everything

As much power your street-driven Volvo 1800, Amazon or 140 will ever want. All systems and accessories that support the engine are included.

MPPE photo

For sale by Phil Singher, Whidbey Island, WA. Shipping is available.

Background:

The MPPE is a carbureted, big-bore Volvo B20 built in 2001 in accordance with concepts and specs from Mike Aaro, then of Unitek&ST in Sweden, and refinements from David A. Hueppchen of OJ Rallye Automotive in Wisconsin. The purpose was to have an engine in my 1800S that would be fun on track days, while still being fully reliable and tractable enough for urban commuting. While I had no specific performance goals in mind, the MPPE turned out to be one of the most powerful naturally-aspirated pushrod Volvo engines in North America.

The engine has less than 20,000 miles on it. In late 2008, I disassembled it completely to incorporate a number of improvements, and found everything to be still in new condition. It has seen only very occasional use since, which is why it's for sale. In 2003, we moved to Whidbey Island about 30 miles north of Seattle, WA, where speed limits are low and any track is far away, so it's not being put to its intended use.

I have built many street performance and competition engines for customer since building the MPPE, and I could not duplicate it for anywhere near the sale price. It's a true bargain at $8500.

Dyno session results:

In December 2004, the MPPE went to Torque Freaks in Portland, OR, for a tuning and testing session on their chassis dyno. Due to insufficiently strong ignition and not having optimum Weber air correctors on hand, we were not able to realize the engine's full potential. Nevertheless, it pulled 161 rear wheel horsepower at 5800 RPM, and 153 rear wheel foot pounds torque at 4600 RPM (both numbers SAE corrected with full exhaust, air filter, and all accessories being driven). This translates to over 190 horsepower and over 180 foot pounds at the flywheel. The problems naving now been corrected, and with the 2008 modifications, it should make higher numbers in its current form, but I never had a chance to dyno it again.

Full specifications:

    Block
  • Type: 1974 B20 with "8 bolt" crankshaft
  • Bore: 93mm
  • Stroke: 80mm
  • Displacement: 2174cc
  • Connecting rods: B21/B23 "M", shot-peened
  • Pistons: Mahle B21 flat-top (.040-over for B21)
  • Piston-to-head clearance: .032"
  • Main and rod bearing shells: Clevite, STD size
  • Main seals: Neoprene
  • Oil pump: Volvo, modified
  • Oil pan: Baffled, windage tray
  • Flywheel: Aluminum, 8.5 pounds
  • Clutch: Borg&Beck
  • Rotating assembly very accurately balanced
    Head
  • Unitek&ST Phase 4 Plus
  • Valve guides: Bronze alloy
  • Intake valves: 46mm
  • Exhaust valves: 38.5mm
  • Head gasket: Elring "Cutting Edge"
  • Compression ratio: 10.7:1
  • Rocker shaft mounted with ARP studs and nuts
    Valve train
  • Camshaft: Enem K19
  • Duration at .050" lifter rise: 246 degrees
  • Valve duration at .016" recommended lash: 296 degrees
  • Valve lift at .016" lash: .472"
  • Lobe separation angle: 107 degrees
  • Cam is installed 4 degrees advanced
  • Timing gears: Fine pitch steel/steel, lightened
  • Lifters: Meyle (OEM)
  • Pushrods: Volvo B30
  • Valve springs: Isky 625/626 double-wound
  • Retainers: Isky chrome-moly
  • Rocker ratio: Corrected to a uniform 1.51:1
    Intake system
  • Carburetion: Two Weber 48DCO/2SP with 42mm chokes
  • Manifolds: MISAB, extensively ported
  • Air horns: Custom 75mm full-radius with carb throat liners (tuned intake length)
  • Filtration: Custom Kevlar cold air box ducted to a K&N cone filter behind the grille
  • Fuel pump: Facet solid-state electric
  • Pressure regulator: Holley adjustable
    Exhaust system
  • Header: Swedish 4-2-1, 46" total length, 2.5" collector diameter
  • Pipes: 3" mild steel routed under the rear axle
  • Muffler: One large Magnaflow behind the axle
    Ignition
  • Distributor: Euro-spec B20 with vacuum advance, recurved by Unitek&ST
  • Breakerless conversion: Lumenition optical
  • Capacitive discharge: MSD6A
  • Coil: MSD Blaster II
  • Wires: Magnacor 8mm
  • Spark plugs: NGK BP7HS, .040" gap
    Miscellaneous
  • Flex-A-Lite model 10 electric radiator fan with adjustable thermostat
  • All necessary relays and wiring
  • Full throttle linkage for 1800 or Amazon (easily adapted for 140)
  • IPD cast valve cover, repainted wrinkle-finish black, with chrome filler cap

Installation notes:

1800s and Amazons (and probably 140s, not absolutely sure) will require a cut and fill of the right inner fender for carburetor and air box clearance, and a hole cut in radiator support bulkhead to duct the air filter out behind the grille. There is no problem with tire clearance, even on lowered cars with wide tires. The hood hinges on PVs will not clear the intake, although installation should be possible if the hood was hinged at the rear instead.

Everything should bolt right up to any P1800 or 1800S. 1800E/ES will need some simple changes to the exhaust hangers. Amazons will need one of the exhaust pipes to be lengthened. 140s will need some more extensive changes to the exhaust, although the header will fit and the muffler should be adaptable.

Email Phil