Have made very little progress in converting my car to LH2.4 see here: http://www.volvo300mania.com/forum-uk/v ... =5&t=12260

I'm now wondering if the cars I've seen that run on LU? jetronic could be useful. I see they have a lambda sensor, and this is, i'm guessing, one of the main ways LH would be better on fuel. So how hard can it be to either plumb in a Lambda sensor to my existing LE-jet ECU or to swap with a ecu with O2 sensor from one of these cars from another country. The other main advantage was the Air mass meter rather than the air flow one, Maybe the LH type could be transplanted into the LE system?

Of course I'll do some research myself I was just asking to see if anyone has any info or ideas at hand or if i could get anyone else thinking.

Given the amount of work it would still be, and the availability of the system, I'd stick to LH myself

LH is still the master plan, I was just thinking of an intermediate stage that could be done for next to nowt and save a bit of fuel. Would it be much work? New ECU stick in an o2 sensor which you'd have to do for LH anyway, then just connect it to the existing ecu plug via a fuse/relay and plug the relay in. Or it could be a right hasstle on. The ECU's are different (part numbers anyway.

From memory, you'd need the exhaust manifold with a hole for the lambda sensor, different ECU, different AFM. The Renix is the same as on late B200Es (411a). Other B200F-specific parts (which you probably wouldn't need for a conversion) are a carbon filter, the catalytic converter and the shorter downpipe.

Cheers

Tom

Check the pinout on the looms is the same.

They vary enough on the F7x cars, yet people still randomly swap ECUs about at times

If they are, then might well be worth a go if you can find the parts. Is it still horrible RC pairs rather than digital?

Sounds like a fair bit of effort sourcing parts which might only give negligible gain, seem to remember Aymat saying that the 'F' wasn't really any superior in terms of general running and economy to an 'E'. We all pretty much moaned about the same foibles

If you want more MPG get a meter to read it out in real time. The LH is not that good, but it might be slightly better. TBH 940 generally returns less MPG than the 360, until I got a MPG meter, now I can get 37mpg on a run.

Have you considered just the LH fuel management, do you need the EZK? the 360 computer ignition is fine and probably a better match for the head and cam, no technology problems there, but fuel management is still getting better. Fuel can be managed seperately and is mainly independant of engine design. I'm thinking about megasquirt with wideband 02 sensor, but it not really designed for economy.

Yeah I still think LH would be the way to go, even though EZK seems to be needed. Megasquirt etc. is beyond me at the mo I think. I just thought LU has extra things so it must be better lol

Didn't know the AFM was different. So all thats needed if the pinouts are the same is the lambda sensor (bosses can be welded in to existing pipes to save finding a mani), AFM and ECU with a bit of tinkering adding wires to the plug.

SteveP wrote:Seem to remember Aymat saying that the 'F' wasn't really any superior in terms of general running and economy to an 'E'. We all pretty much moaned about the same foibles

Good memories Steve! I had 4 cars with B200F (still have 3), not a significant difference with a B200E. Maybe running *a bit* better during the cold start? Not sure though, this is maybe because the cold start injector isn't leaking... Or the additional air valve still working. The VERY good point is the lower emission, I suspect in the future a similar system in Belgium as for Germany, red stickers for all models but green for the B200F and still able to go downtown.

Just been to Dublin, and got 41.9mpg average in the 940, although I think my speed calibration is a bit off, far too close to the speedo now. It really likes pulse and glide.. accelerate then freewheel in neutral. 250mpg at 70mph