Alright, looks like I might have to have a go at this.

I'm just thinking of ways around the carbed/injection conversion. Would I need the loom from an injection 360 before I start?

And forgive me if this has been covered, I did a search but only came up trumps with the recent injection - injection conversion

Speedy88 wrote:Alright, looks like I might have to have a go at this.

I'm just thinking of ways around the carbed/injection conversion. Would I need the loom from an injection 360 before I start?

And forgive me if this has been covered, I did a search but only came up trumps with the recent injection - injection conversion

Liams conversion came from carb.
http://www.volvo300mania.com/forum-uk/v ... 13&t=10269


Had lots of problems with fueling.
Think it was eventually narrowed down to tank/lines?

Ask him.

We had a discussion about it, and he has decided to convert to an injection tank which has a bottom outlet. One explanation is that the pipe is collapsing under suction, or perhaps the fuel is falling back down the top syphon in the carb tank with the reciprocating high pressure pump. I think there must be a reason there are different tanks, and the fact that most modern cars use in-tank pumps (that also suck from near the bottom). (Stop giggling!)

You will need all the injection and ignition system from the (940?) donor anyway, so any 360 engine wiring generally would need to be interfaced to the huge connectors for the different management systems. If you are sticking with stock 940 management you may aswell use all the 940 wiring (except standard gauge sensors, alternator, starter etc), but it is difficult to extract from the 940. lots of labelling and unbundling needed.

Been reading through Liam's topic. Seems like a long process but relatively simple once you get the loom watered down and the engine still running. Is there a reason why the 240 flywheel needs to be used?

Two issues on flywheel, one fitting it in the bellhousing, other getting the right trigger pattern. I believe the tubby's are LH? In which case 60-2?

Ride_on wrote:We had a discussion about it, and he has decided to convert to an injection tank which has a bottom outlet. One explanation is that the pipe is collapsing under suction, or perhaps the fuel is falling back down the top syphon in the carb tank with the reciprocating high pressure pump. I think there must be a reason there are different tanks, and the fact that most modern cars use in-tank pumps (that also suck from near the bottom). (Stop giggling!)

He used a stock 300-series carb-tank pickup with a stock 940 high pressure pump? That's a big no-no. The normal roller-type high pressure pumps, which most 940 pumps are (and the stock 360 also, all the basic bosch-type high pressure pumps) are designed to be used with this kind of a transfer pump if the pickup isn't gravity fed.



In the picture it's a pump from a 240, but the 940 has a similiar one, only with a plastic bracket. If the pickup isn't gravity fed it will not work correctly as the stock high pressure pump isn't designed to be sucking without feed. Also it will kill the main pump way more quickly if the transfer pump isn't working or is missing completely.

Some of the later models did have this kind of a high pressure in tank pumps similiar to this: http://www.deatschwerks.com/300-lph-fuel-pump

I'm not sure if any of the turbos had those though.

But anyways, if you are going to use a stock high pressure pump with a carbed 360's stock above-the-tank pickup for fuel feed, you'll have to install a transfer pump on it like in the pic above, or you can use a high pressure in tank pump (like the Deatschwerks one) alone.

I think he used a 360 injection pump, but what you say is correct and he has found that by experience, after the fact we deduced what you said 'that it wasn't designed for it' the point was...why? It was suddenly losing pressure intermittently. I also noted that the 360 pump inlet pipe is bigger than the high pressure outlet with an inline reservoir/moisture trap or something.

The 940 pump (from his donor) is a single in-tank pump and not easily usable. Separate in-tank lifter and main pump design was only in early 940s and seems to be rare, Haynes is not accurate for this. His 96 940 Turbo was the same as my 95 940 Turbo in this respect. To be honest I havn't considered an In-tank pump, trying to do a little engineering as possible, I've got an Injection tank anyway.

Speedy88 wrote:Been reading through Liam's topic. Seems like a long process but relatively simple once you get the loom watered down and the engine still running. Is there a reason why the 240 flywheel needs to be used?

Doesnt have to be from a 240 either... AFAIK it could be from a 940 or 740 as long as it's an LH trigger pattern and is a flat flywheel rather than the dual mass which wont fit.

Also - are you sure it's a B19? I thought it was quite a late MK2 from when I remember seeing it on ebay Not that it really makes any difference to the swap

Bump. Yeah, anything with an M46/47 and LH will do, so late 740 and early 940 are good too. The reference to 240s probably comes from the fact that the LH looms on 240s are less 'integrated' than they are on 900s...nothing to do with the flywheel.

cheers

James