I'm sick and tired of dealing with my piece of shit. How hard is a lh swap and what do I need?

How much time do you have? "All" you need to do is swap the entire harness over along with an intake manifold and some other stuff. Athal did it in his 242. He'd be the expert...

Of course, you need to find an appropriate harness and ECU too...

Use an '88 240 (non-disintegrating) harness. Then from a 740T you'll need: ECU, ICU, knock sensor, ballast resistors, injectors, AMM, powerstage, coolant sensor and some relays. You'll also need a dizzy from an LH 240.

Mostly it takes a lot of patience and cross referencing every wiring diagram you can get your hands on.

Thats to go to 2.2. 2.4 requires a new flywheel (and probably a clutch to go with it).

Kjet is generally pretty reliable- what's wrong with yours?

sucks balls.

I've been trying to chase a stutter for the longest time because I hate it when my car isn't running properly. So far i've redone wiring on the cold start injector so it actually starts, replaced the coil and traced wiring from the distributor, tried 4 different types of fuel from different companies.

I can't go into boost without it stuttering and I really don't know what to do.

search my posts on tbricks using "kjet" and/or "dwell" for search terms. I had similar issues but can't remember how I cleared them up.

What is your frequency valve doing when this happens? On my car, instead of going to ~70 degrees dwell for boost enrichment, it would go wide open to 90 making the car bog rich.

I'll check my dwell, the meter I have doesn't work I think, or it blows nuts a lot.

I'm tempted to just spray a shitload of carb cleaner in there and see how that goes.

Andy

I did the LH2.2 swap as well.. Athal seems to have it covered on what you need for the swap, probably alot more fresh in his mind too.

This year I actually converted my 244 back to k-jet (so I could use my LH2.2 stuff on the 242). I hated k-jet before, have still had some grief but now it's generally working great! I spent a whole day performing ALL the diagnostic checks from the greenbook, I had alot of little issues. My entire constant idle system wasn't even functioning!

The only thing I've yet to do is test for fuel pressure.. but a good working dwell meter is important.

I can see why you want to ditch the system all together.. if most of your parts are high milage/not working I'd probably do the swap (if you can leave yourself lots of extra time.. don't plan on finishing in a weekend). It also cleans up the engine bay quite a bit. I don't bother showing people under the hood of the 244, k-jet just clusters things up.

I'm living life happily with k-jet in the 244 now, starts great and performs well. Mileage is basically the same as before, so there is hope for a nice running k-jet car! I'm sure you saw Dales and Athals car running great before anyway.

It used to run good but its been deteriorating. I just cleaned it all up with a can of throttle body cleaner so i'll give that a go for a bit, seems to have helped. I'm putting my order in for the new toolbox from snap-on so I might add a new multimeter on there for shits and giggles anyway.

What are you up to tomorrow? Maybe if we can meet up so I can give you those parts I'll have a look, my multimeter is already in the car.

I work 7-4 and I'm meeting Dale at valentine for 6pm for an alignment. If you want to meet at 6 at valentine then we can do that, otherwise give me a call

I am switching out my K-jet but to SDS. Regal Tuning suggested using it, and they have converted a bunch of Porsche over to it with amazing success. SDS is based here in Calgary. Below is some of the emailing I have had with Ross from the company:

Our 4F would be the best choice to do fuel and spark. Base price is $1480CD. You'd need a MAP sensor as well and probably a TPS or newer throttle body as well.We have most of the parts on the shelf but custom build the wiring for each installation. Takes 1-2 days usually. We'd need a few details to start building like injector size and impedance, max boost pressure. Our system is complete and fully assembled with all wiring and base programming to get you running quickly. You'll have real, local tech support. You don't need a laptop. Otherwise, it will do the same job as a MS system. we'd be happy to give you a ride in either an SDS equipped 240SX turbo or a Subaru Impreza turbo with prior arrangement to show you how it works. We don't get into installations here but can advise you and we'll usually throw in a 1/2 hour free initial tune for local buyers, no charge- again by prior arrangement.

I am heading over there early next week to go over the switch with him.

Houston

I've considered doing the SDS switch at some point. The only Volvo I know of that has it is Dave Barton's 245, but I've heard some good things about it. I think I'm going to ride out K-jet for a good while here, but when it comes time for a change, I may do the SDS.

Let us know how it goes Houston.

Hum, $1500 for SDS, or $300 for Megasquirt, which is every bit as good but doesn't have a "name brand" on it. Are you getting $1200 in tuning advise, or service? Are you sleeping that much better knowing that "professionals" built the system?

If you don't know what you're doing, or don't have a friend close to you who can tune your car, or don't have deep pockets to pay someone to do it, you shouldn't get an aftermarket EMS. Period.

Dale! How was it? did it pull much?

And thats why I love my resident best friend expert on ms, mister matthew dupuis!