That's really fascinating. I hope you're thinking of writing an article for "Rolling" (mag. of VCOA) when you're done.

There are companies overseas (in Europe) and likely even in this country that professionally or commercially convert cars to propane or compressed natural gas -- certainly companies in Europe have done that for Volvos. So using hydrogen isn't a giant leap from those gases -- it's just a matter of changing the stochiometric ratio for this molecule's reaction with oxygen (in air).

I'd say that figuring a way to meter the hydrogen into the manifold is the *least* of your problems. There are many more problems, more difficult, including sources for refueling; and a safe manner of storing it onboard the car (remember the Hindenburg).


I wish you a lot of luck. And please keep the Volvo community informed.

Best regards,

Actually, when I wrote K-Jet, I meant D-Jet.

But to understand why, you'd have to live with D-Jet to appreciate *all* the reasons. Take my personal experience with a then brand-new '73 164, for example:

1) gas mileage sucked -- only 12-15 mpg (maybe 18 on the highway, on a steady speed).
2) fuel injection couldn't be adjusted (like a carb) for high altitudes -- when driving over the Rockies, the car literally couldn't get out of it's own way.
3) likewise, the system really couldn't handle low-rpm power -- practically no torque when pulling from a light -- presumeably because it couldn't enrich the mixture enough (this is my speculation, though).
4) fuel injector's hoses (from the fuel rail to the individual injectors) often sprouted leaks, spraying gasoline all over the engine.
5) the EGR system chronically developed "clogs" that made the car stall at every stoplight.
6) I'm sure I can think of some more.

So, it wasn't a reliable, or even much more efficient (than carbs) system like we take for granted nowadays -- there were a lot of bugs, and a lot of people lost patience with this early D-jet. Even I, despite being a technophile, was sorely tempted. But eventually, I traded it in on our first 240, instead.

I (in later years) bought a used '75 164, and I noticed some improvements -- because I just loved the car (including the 6-cylinder's smoothness) despite its shortcomings -- but by then IPD had phased out their inventory of the f.i.-to-carb conversion kits anyway.

Well, for the early FI cars, some of the D-Jet sensors range from NLA to $$$. D-Jet is also a particularly antique system, and really not that good. Maybe a more "proper" path would be to go to something like Megasquirt, but not everyone has the skills or cash.

For racing, a pair of DCOEs, properly set up and adjusted, will beat any FI system. At least, that's what the racers tell me.
--
'84 245 Diesel