Well I don't have any of the required parts for the swap. No intake, carbs, distributer, etc. Buying them from all over the place will be too much work and money. Looks like I'll be using the original Bosch injection setup. How many lbs. of pressure is the in-tank pump. I'll be using the under-car main pump, but will need a (feeder/primer pump)to replace the Volvo in-tank one. This may turn out to be a can of worms, especially with all of the wiring. I was kind of hoping for an easier swap. I would like to get the Vauxhall on the road ASAP or at least in a year.
If I have to abort this motor, I may have to look for an older carbbed V-6 and auto trans at the junkyard. Probably a 70's-80's era Ford or GM V-6 or a ford 2.3 four banger. Unfortunately you never know what condition they are really in until after you've bought it. Anyone want to trade a running rebuilt B21F & trans for an older running motor & trans?
Ben

Converting your F motor to A specs is not difficult. It is far easier than installing the F in the Vauxhall. You can retain the electronic distributor easily, and install the A intake and carb. The A fuel pump will fit on the block you have, and feed from the Vauxhall tank perfectly. Installing the K-jet means having a fuel return line, in addition to the 12V heaters, relays, and wiring, and main pump. The in-tank would not be needed if the fuel outlet from the Vauxhall tank is at the bottom. But it is still too much work.
I can supply all that you need. It will make the job possible - assuming you can fit the engine and trans in there in the first place.
Write me from www.sucarburetors.com

Many on thi board believe one can just go to the Junk Yard and get an electronic ignition. It is not "Plug and Play". Bosch-Australia confirmed my belief. Next, Fuel Pressure is different between Carburetor and Fuel Injection. Stick with what you know . . . B21F

The Cold Start problem afflicts older Volvos. The Fuel Control Pressure Regulator, just behind the Distributor is the most likely culprit. The Thermal Time Switch tells the Cold Start Injector 3 to 10 seconds of Fuel Spray, depending on temperature, it is located under/behind #4 Intake. There are two more causes for Cold Start Problems. The Aux Air Slide Valve is another consideration. These are not expensive. While you areat it, look at Fuel Injector Seals, Vacuum Lines, Brake Booster Vacuum integrity, Flame Trap, Vacuum Amplifier, if fitted, and the Wahler Air Box Thermostat, if fitted. Tune-up items, Valve Clearance Adjustment, Timing Belt Tension . . . all things you can do yourself, except maybe the Valve Adjustment.

I know what I am talking about. I am a mechanic and I have been through the Cold Start problem with my former 1977 244DL, fitted with a B21E fuel injected engine.

Bob doesn't mention why he wants to change out his K-jet/engine. Is this an ongoing problem on his 240? Is it a cold start problem?

Paul

BTW-If it is a cold start problem, how about a block heater?

What is your point in telling me this? The original poster has asked the question, not me. In Canada we have both B21F and B21A, and converting the former to the latter is quite simple. If you are trying to teach me something I don't know about K-jet, save your breath.....
In nearly every post you take great care to explain that you are a mechanic. And as I have said before, good for you. You may not be the only one around here....
By the way, there are only four wires to the Bosch electronic ignition control unit, and two of them go to the distributor. In my world, that's a plug and play.

Why do you want to give up on the K-jet setup? The B21 is a great engine, and the K-jet is a very good fuel system.

You could upgrade to a electronic fuel injection (EFI) system like Megasquirt if you want to go to a different system.

Sounds like you want to go the more difficult/expensive route with converting to carb or changing your engine.

Paul