My daughter melted a piston in the B21F (Drove it 10 miles without any coolant in the radiator), so the head is probably warped or at least fried. I bought a complete 85 245Dl wagon for $300 just for the engine. I had planned to install the engine in the 76 242 but problems with the fuel injectors (head mounted vs. intake mounted) prevents a clean swap. Has anyone had experience good or bad with a carburator installation on a fuel injected volvo engine? I think that Weber makes a conversion manifold with a 2 bbl. carb.

Thanks again

Jim G. is right, there is a major difference in the fuel injector mounting between the B21F and B230F, something that I didn't realize before. I would really like to use this engine in my 76. I checked the bottom end bearings and they look O.K., slightly worn, but the crank looks great and all bearings had oil clearance of .003 or less (Plastigage). Compression on this engine checked out good (150-155 psi on all cylinders), so I know that the block and head are ready to go. I can bore the holes for the fuel injectors myself as the head has a boss at each injector location (I assume that Volvo uses the same casting for both heads). Does anyone know anything special about the B230F head that would prevent a straight bore into the intake port? ( valve interference etc.)? The old saying that you can't see the forest for the trees is right. I've owned and worked on Volvos for 35 years and never realized the difference in the head design. Maybe its "Old Timers disease".

Hillbilly...

I wasn't sure if the bosses were there on the B230 head, but I guess that makes sense since in Europe they used K-jet longer than in the 'States. Actually, in some markets, the B230 had a carb. and was called B230A. You could do this too, but a '76 still has to be smogged in your state, you would likely run into problems passing the test. Looks like you should just be able to bore the head and drop the motor in though.

Please keep us updated.

Good luck,
-Jim

hillbilly,i don't understand what is being discussed here but i recently swappedout my 81 engine for an 83 which i believe is what you are consideringif you have questions my e mail is kris_carlson @msn.com..good luck!

Kris,

The problem that I am describing (or TRYING to describe) is that the 1976 engine uses K-jet (aka CIS) injection. The K-jet system has the injectors mounted in the cylinder head. The engine that he wants to swap in from his '85 (a b230f, your '83 had a b23f) has the electronic LH injection system, which uses injectors mounted in the manifold vs. the head itself. In other words, the head will not accept the K-jet injectors.

Did your '81 have an early B21 with LH 1.0, or was it K-jet? If K-jet, how did you overcome this problem?

If you still think that I'm full of hot air, take a look at this:
http://www.brickboard.com/RWD/index.htm?id=396780

Jim

K-Jet is *CI* injection. CIS is the awful set of electronic gizmos designed to keep a nice smooth idle.

- alex

Everything you've said is right.

Sounds to me as if he's asking about swapping the motor and complete fuel system WITH the motor. That would include the AMM, engine harness, car harness, FI ecu, sensors, fuel pump (it's different), hoses 'n pipes, relays, and on and on.

Not impossible but not easy. It would be a looooong afternoon project -- about a week long, or more.
--
Don Foster (near Cape Cod, MA)

perhaps i missed something, but if you have a complete b230 why don't you swap the whole thing into the 242?

His 242 has K-jet injection. The injectors on cars with K-jet mount directly into the head.
The B230F head is not setup to accept the K-jet injectors, because the later LH injection system has the injectors in the intake manifold.

I don't know if he could have the 230 head tapped to accept the K-jet injectors. I was hoping that somebody who did know would pipe up, but that didn't happen.
That was why I had suggested using the B21 head, as it is already setup properly, but since the engine is fried, that obviously isn't an option.

I suppose that he could swap over the injection system from the '85, but that would be an awful lot of work.

Any other ideas out there?

-Jim

i understand the differences between the two motors. why not swap the complete motors?

>i understand the differences between the two motors. why not swap the complete >motors?

Tried to explain that. You can't do a direct swap because the head isn't setup to accept the K-jet injectors. I suppose that he could swap the motor and the fuel management system, but that would entail a lot of work.
That is why I suggested (repeating myself) that he use the b21 head on the b230 block, to make things simpler. But he just said that it's fried. So can't do that.

I'm not sure how he should proceed. Hopefully someone who has done this particular swap will be able to tell him.

-Jim

I think by "complete motor", he's including the fuel system and everything that goes with the B230F. Fuel pumps, wiring harness, sensors, relays, AMM, computer, airbox, etc. More than a weekend project for most people, but possible with some manuals. I'd probably start by pulling the B21 & K-jet system and see what needs to be replaced related to the engine (motor mounts, coolant/heater hoses, radiator, etc).

Or just pull the 530 head, have the holes drilled and tapped for injectors, have a valve job done, resurface the head, and reinstall it with a fresh head gasket. A good time to see what the bottom end of the donor motor looks like too. Then have the holes in the B230F manifold plugged, and the B230 should be ready for k-jet mechanical injection. I think I'd rather do the LH2.2 swap, but of course I'd never attempt anything close to this on my own.
--
Volvo 240 Links

I think he would be monetarily better off just going to a junk yard and getting a B21 head. I would think that would be much cheaper then having all that machine work done to the B230 head