This car has been installed with a B230FT engine, M410 transmission and 1800E disc brake rear axle. The information provided was last updated on December 2nd, 2007.
     The B230FT motor is from a '91 740 turbo. The engine is situated in an upright position, using mounts designed by Bob Foltz, to allow room for the turbo. 
     A block-mounted distributor (and intermediate shaft) from a 240 was installed as the head-mounted distributor would not fit without cutting the firewall. (I modified a B21FT distributor; however, a distributor from an 89-92 240 would be best as it would not require modification.)
     The oil pans for the B18/20 and the B230 have the same bolt pattern.  Since the engine sits upright, the B18 oil pan had to be used.  The B230 oil pump was used but had to be modified to work with the B18 oil pan, which is not as deep as the B230 oil pan.  A pickup housing for the bottom half of the oil pump was fabricated out of a block of aluminum and bolted to the oil pump body.  The internal pressure relief valve and spring from the B230 oil pump were used to maintain stock oil pressure in the engine.  The pickup screen from the B18 oil pump was used.  A reinforcing ring for the drive was acquired from IPD.  A junction block and flexible oil line were added to engine to connect the stock oil pressure gage.
     The throttle body on the intake manifold had to be moved due to space constraints.  A spare throttle body was cut and ground down to function as a mounting plate and was inserted into a hole (cut with a hole saw) in the end of the plenum.  The throttle body was then mounted to this piece.  A piece of sheet metal was cut to cover the hole for the original mounting point.
     The stock 1800 radiator was modified to work the the B230 coolant system plumbing.  A mechanical flex fan was attached to the water pump and an electric "pusher" fan was placed in front of the radiator.  A 175*F thermal switch--connected to the coolant inlet hose--activates the electric fan. So far, this setup has proved to be adequate. The only time it seemed deficient was at high speed (~85 m/h) with high ambient temps (95F; 35C) for ~30 min. This could be helped by turning off the pusher fan at high speed or having the radiator rodded out. However, a radiator with improved efficiency might have to be acquired.
     An intercooler from a Saab Vigen and stock 740 turbo oil cooler were mounted behind the grill.
     A fuel tank from an 1800E was used to replace the stock tank. The stock 740 fuel pump was mounted back near the tank..
     The M410 transmission is from a '70 1800E and has a J-type OD and came with a heavy-duty driveshaft.  The remote shifter housing from the original M41 bolted to the M410 with minimal modification. 
     The M410 bellhousing was originally designed to work with a cable actuated clutch assembly; however, since the '67 1800 uses a hydraulic clutch, the bellhousing had to be modified to accommodate this.  A hole was drilled for a mounting bolt for the hydraulic fork. A slot cut into the end of the bolt so that the clutch fork can be threaded on with a screwdriver after the bellhousing has been mated to the transmission.  The bulge for the cable fork mounting point was cut out (the '67 transmission tunnel is not big enough) and a patch was JB-welded in its place.
     A standard 1800 8.5" clutch disc was used with the  B230FT 9" pressure plate. This setup has slipped quite a bit, however. A 9Ó disc from a Õ76-Õ77 Volvo 260, which has the same input shaft size as the B20 M410, has been acquired and will be assembled with a strengthened pressure plate in the near future.
     As stated above, a disc-brake rear axle from an 1800E has been fitted to the car. Currently, i am using 1" adapter to fit the 5 on 4.5 BBS wheels; however, this setup pushes the wheels out too far, causing the tires to rub the fender lips on hard bumps. The hubs will soon be redrilled to eliminate the adapters. A true-trac differential carier will be installed when the budget permits.
A manifold pressure gauge was made from the guts of a VDO pressure gauge and some extra 1800S gauges that were available.  The clock was removed (it never worked) and the fuel gauge was moved to its space.  A home-made Air/Fuel ratio "gauge" will be placed under the steering column with warning lights for oil pressure and check engine.

Ryan Grisby