Hi!
Has anyone fitted standard fuel injectors into the b23e kjet injector mounts?
I’m looking to keep my kjet intake manifold and head combined with the EFIhardware BOSCH K AND KE THROTTLE POSITION CONVERTER BRACKET, a tps from a 960 and Microsquirt.
Why? I like the look of the monstrous kjet intake manifold.
It’s going to be a b23e naturally aspirated car.
Thanks from chilly Canada,
John
The proper way is to get someone to add the holes for the injectors into the manifold.
The k-jet injector holes in the cylinder head are too wide to fit EFI injectors.
Yeah you would need to make sleeves. Potentially, what you could do is talk to @STSmachining about it. They make billet KJet block off plugs, it may be possible to get a custom set bored to suit your injectors.
But to be honest, I think you will struggle to make this setup work, because the KJet injectors are much longer and narrower, you will struggle to fit EFI injectors without modifying the head. The nozzle has to be spraying directly into the port or it won't create a good mixture.
IIRC from what I've seen on Turbobricks, there have been setups using K-Jet inlet manifolds / plenums and drilling them to fit electric injectors. The old K-Jet inlet is said to breathe better than the LH manifolds.
As others have said, you can get plugs for the K-Jet injector holes if you don't want to replace the head. If you have a 405, it's worth plugging; if it's a 160, not sure why you'd bother.
Did Canadian market get Pulsair on their B23Es? You'll have to sort that out, too, if so.
Thanks - indeed - the injector holes are really funky, so I thought I better ask some experienced people about it.
I’m not sure it got pulse air - I’ll have to have a look.
My Volvo Jedi friend said it likely has a nice cam in it.
I will find those plugs.
Cheers.
John
I seen someone ran s40 injectors they have a longer injector nozzle
You definitely can run injectors in the K-jet holes in the head. I'm not sure of the ones used but I saw a car a few weeks back with a B23E, ITBs and a Haltech.
(I'm attempting to upload a photo but can't seem to sorry)
My concern is EFI Injectors are best with manifold air flowing past them a distance away from the combustion chamber and valve action. This keeps them clean and heat protected - rather than being placed in the hell hole close to the combustion chamber with all the contamination.
K-Jet injectors are long stem, EFI short and squat comparatively, so mixing of air with the fuel squirt would be far from ideal.
Porsche had a hand in the design the B230 manifold and it seems fine to me and well matched in at least the turbo sweet spots 3,200-5,400 region. Personally I would favour the B230 over the high mount K-Jet version especially considering the airflow after the throttle body. Air in K-Jet hits a wall and has to turn 90 degrees before flowing, whereas the B230 goes into a distribution box so to speak then air easily flows down the runners before carrying fuel spray mist past the inlet valve and into the big bang.
Thank you - very true about the injectors being super close to the inlets of combustion.
I should start with a b230 intake.
John
I know the manual B23E should have a K cam. I'm not sure what the slush box cars received.
They also had a K cam
At least on the 1980-1982 cars
1980 still had the B21E with a D cam for the automagic cars.
Don’t forget the B23E in the 1979-1980 242GT
They had H cams
Cams.... let's talk cams (not CAMS - yuk!)
Kamaxel list as gleaned from the 79-84 240 parts book - part numbers / markings / engine part numbers & cams
(Note - p/n starting with 13xxxxx = slotted cam; the old p/n for non-slotted starts with 12xxxxx)
1346438-3 Y
1336777-6 L
1336767-7 A
1346442-5 V
1336779-2 M
1336773-5 T
3531381-6 VX3
1336767-7 A Kamaxel (1219706) B17A, B19A
1336777-6 L Kamaxel (1306887) B19K
1336771-9 D Kamaxel (1219032), B19E 498752,498753,498808,498809,498862,498863,498938,498939.
1336767-7 A Kamaxel (1219706) B19E 499836,499837.
1336773-5 T Kamaxel (1276688) B19ET
1336767-7 A Kamaxel (1219706) B21A. EXC B21A(499840, [7], 499841
1336777-6 L Kamaxel (1306887) B21A 499840, [2]
1336771-9 D Kamaxel B21E (1219032)
1336773-5 T Kamaxel (1276688) B21ET
1219350-4 F Kamaxel B21F. EXC B21F(498896, 498897, 498960-498963), EXC B21F TURBO
1336777-6 L Kamaxel (1306887) B21F 498896, 498897, 498960, 498961.
1336779-2 M Kamaxel (1317745) B21F 498962, 498963.
1336773-5 T Kamaxel (1276688) B21FT
1336767-7 A Kamaxel (1219706) B23A
1346419-3 H Kamaxel (1276117) B23E 498786, 498834.
1336775-0 K Kamaxel (1306167) B23E 498900, 498901, 498902, 498903, 498904, 498922,498923,498972, 498973,498974,498975, 498978,498979.
1336767-7 A Kamaxel (1219706) B23E 499812, 499813, 499844, 499845, 499888.
1336779-2 M Kamaxel (1311745) B23F
[2] B17A 498790, 498791, B19A 498750, 498751, 498792, 498796-498799, B19E 498752, 498753.
[7] 242 CH 189180-,244 CH 592110-, 245 CH 317940-, 262 CH8375-, 264 CH 107610-, 265 CH 28320-.
Roinik received
1981-1984 244 (K-Jet) had K cam as you state, whether auto or manual. To make auto better on take-off when cold, the air-slide had a slightly different spec.
1985 244- sort of a hybrid year. Things changed with the introduction of the B230E and Volvo went back to the A cam but a Mk2 version over earlier carby versions. Lower lift and later opening btdc, for lower emissions and it ran went pretty well and noticeably smoother running. The updated engine design had for the very first time a heavy harmonic balancer on front of crankshaft to manage forces of the heavier stepped flywheel on the other end of crank. And a new crankshaft, conrods lower friction pistons etc. A Hall sensor ignition distributor was another new worthy feature, not to mention pulse air.
