Paul_Roodenrys
I've been looking at ways to replace K-Jet on my '79 GT242. After a few false starts (including buying a 90's motor for the manifold to convert to Megasquirt) I've bought a complete 740 Turbo wagon with a good motor. I plan to transplant the motor, radiator, intercooler and all other necessary bits to my GT using the M46 box. I've read several discussions and reports about this including in Oz Volvo and it all seems fairly straight forward. I'm also hoping to use the wiring harness from the 740 which may be the biggest challenge. I need this car to be fully legal so will need an engineers report. I would really appreciate any advice about getting a report in NSW, cost, recommendations for engineers, tips and things to be wary of.
I'd also like to know if I will need to upgrade the brakes and if using the rotors and callipers from the 740 is the way to go.
Any advice, thoughts or opinions would be welcome.
Thanks in advance.
timbo
Forget using the 740 wiring for a start it all goes to a ridiculous fuse relay panel that won't fit neatly in the 240 and you don't have seperate fuel and ignition looms like the 240s run. I don't mind wiring but fuck me the 740 loom is a nightmare
Im assuming you got an lh2.2 740?
Vee_Que
Is the wagon a good car? Or a wrecker? They are getting very rare now that's all.
Vee_Que
You cant use the suspension, brakes etc from the 740 other then the rear Calipers. The 242 brakes are more than big enough for a turbo motor.
jlfents
I am in Qld and have had conversations with an approved person for mods etc about turbo conversion in my 82. All my guy wants to see is proof that 200's were offered in turbo form, and that the turbo models had the same brakes as n/a cars, plus an inspection of conversion. It is obviously different for NSW but it might give you an idea.
I'm pretty sure aftermarket ECU's and computers are illegal unless you can prove it produces up to a certain amount of carbon something, and if memory serves me correct it is an extremely stringent test. It's fairly common to see rules where the injection needs to be used from the new motor.
jlfents
It is best to contact an engineer before any misinformation is given out
jlfents
The irony
Paul_Roodenrys
The wagon is surprisingly straight with no obvious rust, I would be very happy to pass the shell on when I have taken what I need rather than see it go to scrap. It came to me from Bob in Katoomba via Eric and was advertised in this forum. The reason I would like to stay with the 740 set up is because I think it may make it easier to pass registration though I understand it is not the easiest route to take. It is LH2.2. Speaking to an engineer first would have been good advice but it's a bit late now, I know this conversion has been done many times so it must be possible to get full or at least club rego. Much rather leave the standard brakes for the time being at any rate, I know there are a variety of options down the track
Thanks for your comments and suggestions.
heavy_dd
Not worth it, 242s are over rated. I'll take it for you.
Paul_Roodenrys
Don't tell my lady that, she would give you the key to my shed and help you to load it up.
Vee_Que
Ah yes. Bob's car that had to sold in a rush. Very much a waste :(
But, the simplest harness route is using the 740 ignition wiring and then a 240 fuel wiring harness as lh2.2 240s don't use an ignition ecu suitable for a turbo motor.
Paul_Roodenrys
That's what I thought I'd try with the wiring harness.
Hopefully it won't be a waste, maybe somebody on this forum has need of a straight solid wagon shell and I can pass it on. Unfortunately I don't have the room for another car and my interest in Volvos stops at the end of the seventies. (I reckon I could find room for a P1800, 142 or Amazon though).
carnut222
I stripped an 88 740T for an engine swap into a 240. I unpicked all the necessary FI and ignition wiring from the 740. It was a pain to separate it all from the body harness, but fairly tidy once I finished with it. I think it would be easy enough to do put it in a 242. Good luck with your project. There’s a lot of info out there so you should be able to find what you need on the various forums.
Paul_Roodenrys
Thanks Carnut, that is encouraging to hear. I am hoping that if I am careful, label everything and take my time I can figure it out.
carnut222
Paul_Roodenrys;c-141913 wroteThanks Carnut, that is encouraging to hear. I am hoping that if I am careful, label everything and take my time I can figure it out.
I’m sure it’s doable. There are the usual things like you have to use a front-mounted distributor when you put the B230FT into a 240, and that means sourcing an intermediate shaft that has the gear cut to drive the distributor (plenty of B230s from 240s around) as well as a suitable LH2.2 distributor from a 240...and routing of the 740T oil cooler lines past the engine mount (or use an aftermarket style oil cooler sandwich plate), and a custom down pipe (new build or modify the 740 one) or I believe there is one available from the UK that is made specifically for RHD 240 turbo conversions. Will need to come up with an air box to fit. Modified 740T one might work but will need to move the washer bottle. Use 740T coolant reservoir as it’s designed for higher pressure than your GT one. Modify 740 mounting brackets top and bottom for radiator and intercooler. 740T fan shroud, coolant and turbo hoses should work with minor mods. I’m sure there’s a few more things too. My dad recently finished a B230FT into his 1990 240 wagon, but he used LH2.4 so no wiring mods with the exception of extending the mass airflow meter harness to suit the new location. Hit me up if you have any further questions as you get into it and I’m happy to help if I can.
Paul_Roodenrys
I have an intermediate shaft from a motor that was LH2.4. I'm assuming that the shaft will be the same as a 2.2. Not sure if 2.2 and 2.4 engines had a different distributor. I don't have a distributor yet so will need to double check. Thanks for the other tips and advice, it is much appreciated and I will take you up on your offer when I hit troubles. A big thanks again.
Ex850R
Good luck and have fun!
Please post ongoing pix if you can?
Major Ledfoot
That's a 87 model engine in that 740 wagon I sold to Eric, which has the small conrods and centre trust bearing. AFAIK it's not a K block and the exhaust header isn't a 90+.
It's LH 2.2.
Paul_Roodenrys
I understand about the 'strong' and 'weak' motors. My days of thrashing cars are long over so it shouldn't be a problem. Not sure about the reference to K block and 90+ exhaust header though.
I'll try to post pictures if I can figure out the technology. Thanks for all the comments and advice. I'd like to know if there is a difference between LH 2.2 dizzy and LH 2.4 dizzy. I'm pretty sure the dizzy from original engine being K-jet would be different.
carnut222
Paul_Roodenrys;c-142035 wroteI understand about the 'strong' and 'weak' motors. My days of thrashing cars are long over so it shouldn't be a problem. Not sure about the reference to K block and 90+ exhaust header though.
I'll try to post pictures if I can figure out the technology. Thanks for all the comments and advice. I'd like to know if there is a difference between LH 2.2 dizzy and LH 2.4 dizzy. I'm pretty sure the dizzy from original engine being K-jet would be different.
LH2.4 distributor has nothing inside except the rotor as all it does is distribute spark to the plugs, so you’ll see that there are no wires going to the base of the dizzy. LH2.2 distributor has a hall effect sensor that sends pulses to the ignition module, as I believe the earlier K-jet with electronic ignition also does. However, I’m not sure whether the K-jet and LH2.2 distributors would be interchangeable.