I'll bet you're Seth R. in the Santa Rosa area, right? I know you from the 02 board & talking on the phone. I've got a '74 2002 that I'm fixing up right now, bodywork, and I'm driving my '84 240.

Anyways, I know a good amount about Volvo fuel injection, at least the LH-Jet 2 in 1984. IMHO it would be a good system to adapt to the 2002. The '84 has a different distributor from the '85-up system. On the '84 it's a mechanical distributor on the driver's front side of the block, driven off an intermediate shaft and the timing belt. On the later cars it's found on the back of the head, and I think it's basically an electronic unit fired by the camshaft. On the LH-Jet2 the ignition module is separate from the EFI module; the coil signal from the ignition box is also fed into the EFI computer, to provide basic RPM information to the EFI computer. I think the later L-Jet2.2 has an integrated ignition/EFI setup. Personally if I were going to attempt an EFI project for the 2002, I'd first try the earlier LH-Jet2, not the 2.2. I think you could run a straight mechanical or vacuum advance 2002 distributor and feed the coil switch signal into the EFI computer just as in the Volvo. You might be able to use points, and I'll bet that Pertronix or Crane units would provide an adequate switch.

The ignition box on my '84 has a vacuum advance line running from the manifold. The distributor itself has no vacuum port, because the vacuum signal is dealt with by the box. There's also a knock sensor that retards the ignition about 6 degrees when preignition occurs.

The hotwire sensor is a somewhat finicky beast. I've blown a couple of them over the years, and though they've come down in price quite a bit, will still set you back at least $150 for a rebuilt. These units are very sensitive to temperature. A classic 240 problem is a frozen air filter thermostat, which causes a steady stream of exhaust-manifold heated air to enter the motor. When this happens the hot wire flowmeter will burn out in a relatively short period of time. I think the problem would be worse with a Turbo unit unless you used an intercooler. I think BWM stuck with the swinging-door L-Jet because the mechanical sensor is more reliable, though less accurate, than the hotwire flowmeter. You also have to take care not to contaminate the hot wire with silicone (from spray), oil, coolant, etc. Another complaint is that the gizmo that holds the wire in the center of the sensor tends to restrict airflow. The airflow requirements for the Volvo 2.3 and the BMW 2.0 are probably similar, but if you were going huge-horsepower high-rev you might want to check the flow limits of the sensor.

Anyways, if you want to get together and check out my 240 setup, I'd be happy to give you the grand tour. You still come up to the Petaluma area occasionally? Also, do you still have that 1600 shell stashed?

mikeS