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b21 k-jet head on b230 block 200

posted by  tony on  Sat Mar 23 05:35 CST 2013
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last visit: Tue Jan 14 04:59 CST 2014
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I have access to a great B230 from a 93 245. I know this engine personally and is available for free. I want to use the block in my 1980 242. I am trying to think of any problems I may have with compatibility.

I know there will be a conflict between the oil trap and the K-jet air flow housing. I would guess that I could vent the motor through the valve cover like the b21f. Correct?

Water pump would have to be for the B230, any problems with mating to the cylinder head?

I am almost positive that I will not have any problems bolting up motor mounts along with the existing M-46 tranny.

Was the 93 the round tooth belt? I have changed the belt on this engine a couple of times and do not remember it being any different. Will the cam pulley from the b230 head fit the b21 head, or should I convert the other way?

I hope I am not missing anything.

Thanks for your input.








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    Use LH 2.4? 200

    posted by  someone claiming to be John McPhail on  Sun Mar 24 09:26 CST 2013 [RELATED]

    Personally, I think that the "right" way to do this is to swap the entire injection system and since you will have the engine out of the car, that would not be as difficult as it sounds. You would have to replace the computers (ECU on the floor under the dash and ICU in the engine bay), then pull the B230F wiring harness through the firewall. Also swap: intake manifold, injectors, fuel rail, airbox, accordion hose, air mass meter, throttle body. Go find a B230F M46 flywheel from a donor car (probably a 740T or '86-'87 240) and put in a new clutch as the B230F clutch is different. Physically the engine should drop right in.

    LH 2.4 is going to be more reliable in the long run than K-jet, and will give you better fuel mileage. Parts are also more common.








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    b21 k-jet head on b230 block 200

    posted by  Trev29 on  Sun Mar 24 05:41 CST 2013
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    last visit: Fri Oct 17 05:56 CST 2014
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    Would you be able to drop the whole '93 engine in and just switch the intake manifold? If the '93 engine is good, why mess with taking it apart unless necessary?

    You're going to have to get the transmission to mate with the '93 block regardless, so it may be worth trying the whole engine first.
    --
    1980 245 Canadian B21A with SU carb, M46 trans, 3:31 dif, in Brampton, Ont.








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      b21 k-jet head on b230 block 200

      posted by  tony on  Sun Mar 24 06:20 CST 2013
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      The goal was to avoid changing to the LH2.4 injection by using the existing k-jet (which is working ok). I know that the ignition in the donor car would require the crank sensor. If I could use the LH-2.4 with the 1980 ignition, I think I could make it work. I would have to look at the schematics and see what signals the injection gets from the ignition. Besides, the transmission from the donor is an automatic. I wish to retain the M46. Are you saying the M-46 will not bolt to the later B230? I thought it would. I know that I would need to swap flywheels and install a pilot bearing at a minimum.

      I am just about ready to change the whole injecton to LH2.4, but I do not want to cut the notch on the M46 bellhousing. I would also have to source the correct flywheel with the sensor wheel.

      I have access to the whole car as a donor. The transmission is a big stumbling block. If I cannot use my existing M46, then I will not be swapping the engine.








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        b21 k-jet head on b230 block 200

        posted by  Volvo From Heck on  Sun Mar 24 09:11 CST 2013
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        last visit: Mon Oct 13 20:56 CST 2014
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        I've read your posts and am totally confused. You seem to be saying you want to keep the car as a K-jet---but you also are saying you're ready to switch to the LH2.4??? Maybe thinking out loud? Your first option is the best and will require the least work. Use the K-jet head with the injectors in the head. Remove the the LH flexplate and transmission and sell them to finance your swap. Use your flywheel and M46. You don't have to worry about the "notch" -- Sell the LH distributor. Use the distributor that goes with your car. If it isn't a good one I have a box filled with them. You can sell the knock sensor mounted to the B230 block.
        All the motor mount and transmission/flywgheel stuff will bolt on. You'll have to install a pilot shaft bearing at the rear of the crankshaft--use a new one --they're cheap. -- Dave








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          b21 k-jet head on b230 block 200

          posted by  tony on  Sun Mar 24 15:04 CST 2013
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          last visit: Tue Jan 14 04:59 CST 2014
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          I forgot to ask about the oil trap. I was planning on the blocking the oil trap ports and venting through the valve cover as the k-jet is now. I do not imagine this is a problem, but I would like a second opinion.

          Thanks.








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          b21 k-jet head on b230 block 200

          posted by  tony on  Sun Mar 24 15:02 CST 2013
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          last visit: Tue Jan 14 04:59 CST 2014
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          You pretty much confirmed what I was thinking. I do not really want to convert to LH 2.4, but was considering the possibility.

          Which pilot bearing should I use? One from a 1993 240 with M47, or one from a 700 series M46.I was not sure if the dimensions of the input shaft were different between the M46 and M47.

          I assume I would use a B230F head gasket, correct?

          My original plan was to stick the B21F K-jet head on the B230 block and be done with it. I just need to know what kind of small parts I will need to order.







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            b21 k-jet head on b230 block 200

            posted by  Volvo From Heck on  Tue Mar 26 12:36 CST 2013
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            last visit: Mon Oct 13 20:56 CST 2014
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            "Which pilot bearing should I use? One from a 1993 240 with M47, or one from a 700 series M46.I was not sure if the dimensions of the input shaft were different between the M46 and M47.

            I assume I would use a B230F head gasket, correct?

            My original plan was to stick the B21F K-jet head on the B230 block and be done with it. I just need to know what kind of small parts I will need to order."

            I took a look at at online catalog--shows same pilot bearing for '93 240 M47 and 740 M46.
            Yes, use a head gasket for the B230.
            Use the later head bolts from the B230--angle torque type.
            Heater hoses? manifold to front pipe gasket? water temp sender (if suspect)? The gasket set for the B230 will not have the "O" ring seals for the K-jet injectors and their "holders" -- those you should have on hand.
            The bracket for the fuel distributor will cover the hole in the B230 block for crankcase ventilation---so you can just continue using the valve cover vent from the B21.
            I know that the poster who suggested using the later injection is right in that it is a more modern, efficient system----but the '93 240 has a very different wire harness than earlier 240's. Everything is integrated into one giant harness--instrument functions, power to A/C, alternator, starter, etc--and all the FI wiring. It would be a major undertaking to switch them out. I'm facing the same "dilema" now -- with the reincarnation of my 265 V8 as a '93 245 V8 (all aluminum Oldsmobile 215). Wiring the motor was simple with the original '76 body--now not so much. I'll just have to grit my teeth and start opening it up to service my carbureted motor and to eliminate that which I don't need--that is unless someone can offer me a rust free, standard shift, no roof rack earlier 245 body in trade for my '93 245 rust free, roof racked and auto tranny equipped body (no tranny or engine). -- Dave






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