I'll be putting a B230 n/a engine from a 940 in my 360 sometime in the near future, but before I attempt to do this I would like to pick the brains of all the clever peeps here, so I have a few questions:

- Which bits need swapping over? As I understand it the sump will be needed from the original engine. What about the dizzy? It's on the back of the engine I believe - I would like to keep it there if possible, but will it clear everything? Anything else?

- Will I be able to use the ECU and injection system from the 360? I hate electrical stuff and quite frankly the idea of swapping a loom over scares me a bit. Obviously if that's what needs to be done I'll give it a go.

- Is it literally a bolt in conversion - are all the engine mounts the same? And will the engine mate up to the standard 360 downpipe?

- Finally the flywheel - is there any differences between the 360 and 940? If I can use the standard 360 ECU I guess the 360 flywheel will be needed for the Renix gubbins?

That's only the things I've thought of in the last 10 minutes. Any other advice or info would be very much appreciated!

Thanks

Carl

Carl wrote: What about the dizzy? It's on the back of the engine I believe - I would like to keep it there if possible, but will it clear everything? Anything else?

I believe you can still use the 940 dizzy at the rear of the cylinder head, I'm pretty sure that it's been said that they clear RHD heater boxes just fine.

you should be able to swap most things over .

re the ecu - the wiring loom is a bit different because of the two systems , id certainly keep the 230E injectors , you might run rich at part throttle and such like .

flywheel etc will bolt straight over .

things like oil pump will need switching .

A B230E is going to give you more of a wiring nightmare than a B230F or FB (higher performance version...better head and cam) because of the mechanical injection system. It needs a higher pressure fuel pump...so the list goes on.

As someone with a car which is currently badly tuned, if you have the option of a bolt-in 'correct' engine control setup, for goodness sake grab it with both hands. If someone could hand me a set of correctly sized jets for my carbs, it'd be worth hundreds to me. It totally isn't worth the pain for the marginal hassle of splicing in a new EMS loom. Unplug the LE-Jet stuff, bundle it up and hide it away somewhere, then put the new loom in. In principle it all should be pretty much self contained, and you just need to add grounds and +12v feeds.

Added to that, the B200E (360) uses the same flywheel timing pattern as a B230F/FB...which the mechanical B200/230Es don't have.

Other than that, as far as I'm aware, the answers are all yes.

cheers

James

Failing that....

Take off all the K-jet stuff (inlet manifold, fuel distributor etc) and replace it with the LE jet stuff from the B200E. Basically just swap inlet manifolds.

You'll have to leave the B230E's injectors in the head to plug the holes, and if you find the B200's injectors can't cope replace them with some from a B230ET.

V6 Man wrote:Take off all the K-jet stuff (inlet manifold, fuel distributor etc) and replace it with the LE jet stuff from the B200E.

That might be worth a try...but...I'd give it a run on a dyno with a wideband AFR meter as soon as you're done to actually monitor what's happening.

I can't really emphasise this enough...bad tuning is very damn annoying, even if like me, it'll be easy once I've got the wideband in, it'll be relatively easy. Bad tuning you can't do anything about is worse...

cheers

James

I think to start with I'm just gonna hook it up to the current manifold and see how it goes. Then later on if I decide it could be running better I can look at swapping over the whole FI system. Maybe even try and use Megasquirt.

I'm new to this whole engine upgrades stuff, so I'm just gonna do it a step at a time

I'm sure there's a Dyno place somewhere near me, so I'll probably take it down there just out of interest when it's done anyway. I'm not sure how much tuning could be done with the stock B200E setup, just a case of adjusting the AFM I guess.

Almost nothing (is known about what) can be done to LE-Jet.

I'm really concerned about the idea of you running a B230 off B200 computers...but then you probably gathered that. It just seems daft when you've got the right stuff sitting there, and a poorly tuned engine is so miserable.

Or to put it another way, I put my carbs on (jetted correctly for a B19 with the same cam), and you couldn't safely rev it past 3000rpm as it went so lean (presumably due to the design of the head and air filters). It also made less power than the original setup! We're not comparing like with like here (as EFI will auto-correct to an extent), but you get the picture!

cheers

James

Well if I put it all together and it all works well, why create more hassle? If I put it together and decide it's running crap then that'll be when I start looking at upgrading the EFI side of things.

It's gonna be trial and error. It's not my everyday car, so it can live in the garage for as long as it takes to get it right.

Carl wrote:Well if I put it all together and it all works well, why create more hassle?

That's where I don't seem to be getting the point across....I think you'll create way more hassle for yourself than just doing it 'right' in the first place. Anyway, that's what projects are for! I've said my piece...have fun with it

cheers

James

The engine is out of a cat car! The manifold is the same as the 360 so no problems there.

I'm just trying to avoid re-wiring at all costs

I've put a 2.3 into a 2.0 240 using the original fuel system with no probs. Fueling was ok all the way with it. Maybe not the best but it did work.

Was it mechanical or electronic injection Dai?

cheers

James