Yeah, i ran without changing studs or adding bracket. no problems here...

Thanks guys!

More update pics.
Finally got the valve cover finished and installed. It took way too long. I kept making mistakes, and having to redo some of the paint. In the end it looks okay after some wet sanding and two coats of clear. Next time I powder.



Fuel rail, injectors, FPR, and some of the hoses are on. Everything has been sandblasted and painted.



And last but not least, the clutch fan. The clutch itself was also blasted before paint.

Awesome Greg - that looks so good.

beeeeeeautiful!

Looking pretty shiny!!!

No shit, really?

Thanks guys!

Awesome Greg

Thanks!

Anybody know where the fuel filter is located on a later 240? I'm wondering if I can borrow the fuel lines between the filter and fuel rail on a later car to mount in mine, or if I have to fab something up. Matt or Athal, what did you guys use?

later than your 240? There's alot of years after that!

on k-jet cars the filter was right at the top of the drivers side firewall, and I think the hose from there to the kjet system worked just fine going to the LH fuel rail.

On LH 240s the filter was underneath the car. Not sure if it is just one hose from there to the engine or what.

Hahah! Yeah, I meant 86+ cars. Ahhhh, so if I found a N/A K-jet car the lines from the filter should work. The only ones I've got are the Turbo ones which go half way around the engine bay.

I just made fittings and used the late model 601 fuel filter, bracket and turbo hard line IIRC (for an 81-82 turbo/k-jet car) and kept the filter in the engine bay. If your car is early (~78-79 and older) and uses the tiny fuel filter, this is a very worthwhile upgrade. You can bend the hard line patiently to use the larger filter and retrofit the turbo/81+ cradle, which is what I did. A 75 B20 car is all wacko with the tiny fuel filter and double banjo mess on it...I only retrofitted one 140 to the larger 601.

I routed the lines very carefully in a protective sheath to prevent chafing or pulling or bending where we don't want that. Look carefully at how the lines are routed on an N/A k-jet car and you can see that they have a sorta loop and then hang close to vertical to allow the motor to rock back and forth basically infinitely many times without significant chafing, bending or wear. You want to replicate that and maybe even improve on that when using the EFI manifold and everything. Use a decent quality line and fittings. A little annoying to track down some of it, but you should be able to get a quality metric line or even the plastic heat shrunk PITA stuff (that is reliable much as I HATE working with it on a car full of gas) to re-shrink on the existing barps.

The EFI cars put the filter under the car with a bunch of plastic line and several revisions on the feed and return lines for each fuel rail they used (which are several of them) and best wear. The 1993 car has them routed very nicely for clearance. Though they did a decent job on the 83-84 cars too I thought. I've repaired the least amount of those on non-monkeyed ones in those years, though broken motor mounts don't help. OEM diesel mounts for a 240 and 164 mounts for a vintage car work nicely...you can drive it with the hood off or use some play-dough to see if the motor is rocking too far for your liking.

One could also look into retrofitting an 850 fuel filter in the engine bay with its lovely little quick disconnect fittings. They probably wouldn't get crusty in that location either. That's one of the few good things I have to say about the late fords...er geely...er...volvos. Lovely invention, that. MUCH easier than monkeying around with a bunch of banjos, plastic lines you get to sweat and re-shrink on barbs when broken, and carefully dis-assemble with your zip gun or like 4 wrenches and counter-holds. I would use that filter on a k-jet car, but have my doubts about running those kinds of pressures with it.

Whatever you do, get it right. It is *just* fuel on lines that flex and move in the hot turbo engine bay. hehehehehe

Looks good.

Best of luck with it,
-James

GARDARGNABBIT!!!!
Was cleaning up the distributor to install, and broke the plastic plug on the side. FACK. It looks like the plug is replaceable, but not easily. Anyone got a spare? Or a spare LH 2.2 240 distributor?

Other than that, I've got the fuel lines routed from the filter on. Thanks for the input there James. I ended up pulling some of the fittings I needed from an early K-jet car, and squeezing them onto the 740 lines that I had cut when I pulled the engine. Fortunately I cut them just about the right length, so it was a matter of cutting and heating up the one shrunk on hose fitting, and then sliding them all on. I used clamps just in case. I believe I already have the later style 601 filter you mention James, along with the stock bracket.

Also got the alternator and power steering pump in, the oil cooler, and the oil cooler lines and oil pressure sending unit installed. I needed a bunch of fittings to adapt my home made oil lines, and to take the 1/8 NPT early sending unit thread to the later larger metric thread at the block. It all fit. Barely.

Other than the freaking distributor, this car is reading for wiring.

What does the plug look like?

Dale's got a 2.2 distributor that's being used in a 2.4 car. Therefore he's not using the plug at all. Maybe he'll swap? Shoot, he could even use a K-jet dizzy in that car.

I've got one from my old B23 in any case. I think... Anyway, if that motor ever gets used, it'll run on Megasquirt/EDIS, so the dizzy is probably redundant. If you and Dale don't swap, I can loan you mine 'till the future brings another one around.