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2130 cc B20 : D- or K-jet ? 120-130

posted by  Bennie on  Fri Apr 23 09:23 CST 2004
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last visit: Wed Nov 28 03:03 CST 2007
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Hi all,

For my 'in the proces of being restored-amazon' I need an engine.
I have a 8-bolt B20 wich needs a rebore and I'm thinking of going to 2130 cc.
I can get an E-head with either K or D-jet. Which one should I pick?

Because of the big bore, I will need more fuel.
To let the D-jet run ok I would need to put in potentiometers and stuff on the map and temp sensor, which in my opinion would not be ideal, would it?
Is it correct that the K-jet is 'easy' adjustable, and thus should I go for the K-jet?

Thanks in advance
Cheers, Ben








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    2130 cc B20 : D- or K-jet ? Megasquirt?? 120-130

    posted by  someone claiming to be paul on  Fri Apr 23 14:07 CST 2004 [RELATED]

    You can always megasquirt it!

    Here's a site of someone who MS'd his 122 (looks pretty good by the way):

    http://www.southroad.net/ms/

    I'm in the process of collecting all the components to install EFI using a MS controller into my 122.

    Paul







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      2130 cc B20 : D- or K-jet ? Megasquirt?? 120-130

      posted by  Bennie on  Sat Apr 24 08:27 CST 2004
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      I think one of the reasons why people go to MS is that their standard D-jet/ECU cannot not be tuned right for the big bore.
      For me it doesn't make any difference in money-terms which of the two system I go for, but if I go for the D-jet and stilll have to convert it to MS it would cost me more then the K-jet system. Btw. I live in the Netherland, would MS be available in Europe, in case I do go for electronic injection?

      Cheers Ben








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        2130 cc B20 : D- or K-jet ? Megasquirt?? 120-130

        posted by  sberry on  Sun Apr 25 02:08 CST 2004
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        There are a ton of people in Europe using it. Going through this guy: http://glensgarage.com/ will save some hassle in terms of getting all of the parts purchased in one shot. Preassembled units are also available from some individuals in the $250 range. Well worth it if you are inexperienced with soldering. Write me off list and I can point you in the right direction.

        One thing to consider if you want to use megasquirt is the need for a laptop computer that runs windows. 486+ will do the job. If you don't already have one available this can push the cost up.

        My personal opinion is that if you are willing to go through the trouble of adapting Kjet you would be better off with megasquirt.








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          2130 cc B20 : D- or K-jet ? Megasquirt?? 120-130

          posted by  Bennie on  Sun Apr 25 04:13 CST 2004
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          "My personal opinion is that if you are willing to go through the trouble of adapting Kjet you would be better off with megasquirt."

          I think you mean 'D-jet' instead of 'K-jet' right? The D-jet would need some modifications to let it run properly for 2130cc, while the K-jet would only need some 'adjusting'.

          btw I would have the laptop: 386 processor, 200Mb HD, 8 Mb ram, Win 95 : high tech stuff, wow...








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            2130 cc B20 : D- or K-jet ? Megasquirt?? 120-130

            posted by  sberry on  Sun Apr 25 11:49 CST 2004
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            Not sure how well a 386 will hold up. I think it would be fine. If you join the megasquirt yahoo group you can download the tuning software and see if it will install and run on that machine. 'Megatune' is the key piece of software. If that gives you grief it might be a dealbreaker.

            Good luck with it.

            steve








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        2130 cc B20 : D- or K-jet ? Megasquirt?? 120-130

        posted by  someone claiming to be paul on  Sat Apr 24 12:29 CST 2004 [RELATED]

        I would say "yes" to MS availablity in Europe. Someone just made a custom part for my MS setup that lives in Belgium, who had to make a similiar item for his MS setup. There is alot of people all over the world that has tried the MS setup. Check out the MS sucess stories:

        http://members.shaw.ca/megasquirt/itruns.htm

        MS kits are available from sources in the US, but all the parts are available through most/all electronic shops. It's a Do-It-Yourself ECU, but there are people out there willing to make them at an additional cost.

        My problem with the K-jet setup was trying to find a place to mount the fuel distributor. I have a B21 in my 122, and didn't want to mount it in front of the radiator, in the battery box (and mount the battery in the trunk), or just shove it in there somewhere. I guess the B20 would allow it to be mounted on the driver's side by the ignition distributor?? Where are you planning on mounting the fuel distributor?? Just curious?

        Paul







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          2130 cc B20 : D- or K-jet ? Megasquirt?? 120-130

          posted by  Bennie on  Sat Apr 24 23:49 CST 2004
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          I never actually seen a K-jet B20 in a 120/130 so dunno if it fits but what about just fitting the fuel distributor where it is originally placed, like on the pic: http://knutselsmurf.web1000.com/project5/cutB20E.jpg

          Or is there not enough space to put it there? I gues you could just about put in anywhere (like on the driver's side by the ignition distributor eg).
          I will figure that out later on.
          --
          Daily driver: P130, '65, B18+M47. In the proces of restoring: P131, '69, B20+AW71L. (www.knutselsmurf.web1000.com)









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            2130 cc B20 : D- or K-jet ? Megasquirt?? 120-130

            posted by  someone claiming to be paul on  Mon Apr 26 09:12 CST 2004 [RELATED]

            The B20/k-jet was used in the '74 140 and '75 240 models- their engine compartments have a ton of room compared to the 122's.

            In your picture, half the fuel distributor would be mounted on the passenger side in front of the radiator, and the other half behind the radiator. Unlike the 140/240, the 122 has sheet metal in the way.

            Phil did post a picture of a 122 with K-jet. The fuel distributor is mounted in the battery box, and looks like they used a B21F fuel ditributor. The air box from the early B20/K-jet looks to large to fit there.

            I had the same issues when I was thinking of K-jet in my 122. The space in the 122 engine compartment is valuable real estate. Electronic fuel injection would save space (especially, if A/C or Power brakes are in there).

            My problem with D-jet is that the technology/equipment is over 30 years old, and I think Volvo only used it for two years. MS uses the more recent EFI technology, and I'm assuming would give better performance (HP/MPG)than the D-jet/K-jet with the use of oxygen sensors and air massing to consistently adjust the gas mixture.

            Plus, MS can be more flexible. There's alot potential of mixing and matching of parts with MS. People use new and used parts to complete their MS setup.

            Paul








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    2130 cc B20 : D- or K-jet ? 120-130

    posted by  CyaLater on  Fri Apr 23 10:09 CST 2004
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    I use K-Jet. It's capable of supplying enough fuel for 170BHP with ease & you practiaclly have to do nothing to it to make it do it. The only downside to K-Jet is they idle roughly with largish cams.

    Cheers,
    Paul.







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      2130 cc B20 : D- or K-jet ? 120-130

      posted by  Bennie on  Sat Apr 24 08:32 CST 2004
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      Why the rough idle? Is it because of a more smooth flow while idling (instead of pulses) caused by large overlaps. Btw. does K-jet depend on vacuum or flow (or both?)

      I will probably be using a K-cam with it, I think it has a bit less overlap then the D-cam doesn't it? It would help the idle a bit I think.

      cheers, ben








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        2130 cc B20 : D- or K-jet ? 120-130

        posted by  CyaLater on  Sun Apr 25 20:59 CST 2004
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        AKAIK, the K Cam was invented for K-Jet. D cam isn't much different. K-Jet works on air flow, big cams upset the flap at idle. Streetable cams in the range of 240 degrees at .050" have a rompy idle compared to a smooth idle for twin DCOE Webers, it's due to the reversion created by later inlet closing. K & D Cams aren't big cams.







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