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The other day I was in the shower ruminating on George's issues with the Yellow Peril and thinking about the role of trigger contacts. It occurred to me that, for a couple years I had the distributor drive gear in backwards in my FI 122. To compensate I just switched the wires around and was done with it until some time this summer when I finally pulled the gear and put it in right. Then I recalled that there is just one eccentric on the distributor shaft to open the trigger contacts.
So, I wonder, would have this actually have caused the fuel injection pulses to be 180 degrees of cam rotation out of phase with the engine? I would say yes. But would this really matter in an appreciable way? After all, there are 2 contacts and two injectors pulsing at the same time, despite the fact that 2 cylinders are never combusting at the same time. As I understand it (which is not very well) K-jet is continually injecting fuel, regardless of stroke position and it seems to work OK. Would the out of phase injection have meant that my 122 was injecting fuel to cylinders 1 and 3 when #1 was on the compression stroke rather than #3, still resulting in a pulse to a cylinder on the exhaust stroke, just not the one originally intended?
The things you think about in the shower...
--
Justin 66 122E
Read vclassics tech!
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I think if it's 180 out, it makes no difference at all. Each cyl gets fed with two injector shots with exactly the same timing as if the dizzy were installed conventionally.
Anecdotally, back when Richard Gordon was winning championships racing a 142E, he experimented with changing the injector timing. It made only a slight difference in power, probably not enough to notice in street driving.
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Each cyl gets fed with two injector shots with exactly the same timing as if the dizzy were installed conventionally.
I'm not very familiar with D-jet, but excactly when do the injectors 'shoot'? Is it on the 'bang'-stroke and the intake-stroke? (what is the proper englisch term for 'bang'-stroke btw?)
Thanks, Ben
--
P131, '65, B20B+M47. P131, '69, B20E+AW71L+LSD. (www.tinustechniek.tk)
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Ben, I was very impressed with your restoration work. I can't read Dutch so I just "read" the photos, just curious how much custom machine shop work is required to put the overhead cam overdrive transmissions (M47=5sp),(AW71L=4sp auto) onto the B20 engine. About a year ago I called IPD and they said of course the adapter plate was no longer available, and when it was available it cost $500 USD>(too much).I'm aware there is an adapter available for Ford transmissions but I don't have any such transmissions just laying around. It would be nice to attach the B20 to an M46(I've got one laying around).Thanks.
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Gee thanks! Always nice to recieve compliments!
The AW71L is not in the car yet: the car is not ready to recieve it at this point of time.
I'm building an iron adapter plate for the AW71L, but here in Holland there's also a guy who weldes bellhousings of just about any kind. AW71/M45/M46/M47/M410 on a B18/B20/B30. He uses the front half of a B18/20 bellhousing and welds it to the backhalf of the tranny's. Costs: aprox. $ 100,-(check www.hukebasart.nl > koppelings-huizen (also in dutch though)) You can send him an e-mail in english. I think he also does overseas shipping.
I'm working on a translation of my site to english. Might be an other year though...
Cheers, Ben Flierman
--
P131, '65, B20B+M47. P131, '69, B20E+AW71L+LSD. (www.tinustechniek.tk)
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I'm working on a '72 142E that curretly has the automatic. So to make a serious trip machine out of it overdrive would be necessary.An M46 would be very nice and reliable. It's along way from finished.
I checked out hukebasart.nl, very interesting,I wonder if he takes international (US) orders and of course the cost of shipping would be the make or break for doing that.Not to mention wondering if something of that nature would make it to Holland and back in satisfactory condition, I know I could get it done stateside but the quality of the work would be at issue since the local machine shop folks never see this specific modification.
I liked how you leaned the P131 on it's side to work on the underside, very clever, and it looks like you took every peice of it apart, quite thorough indeed. I think I'll be working on the underside of the 142 on my back, no fun.
Are you able to get new restoration parts for vintage volvos in the Netherlands?
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I asked Huke; he indeed does do international shipping, so you could send him an email.
The M46 is a very nice tranny indeed imo. I had one fitted before the M47 which is in my daily driver right now. The M46 ran lots smoother then this rough and noisy M47. Some weird problems made me take it out, lack off money made me sell it. I still regret it...
Parts are no problem here. Lots of suppliers here. You might have heard over scandcar.com? It's in Holland.
I indeed took every tiny bit of the car apart, which is also the reason putting it back together is taking so long... I can lift the bare chassis on it's side by myself, which is quite convenient I have to say!
Good luck with the laying-on-your-back-underside-repair. Especially my shoulders seem to get pretty sore after a while when performing 'acts' like that.
cheers, ben
--
P131, '65, B20B+M47. P131, '69, B20E+AW71L+LSD. (www.tinustechniek.tk)
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Ben when you went from M46 to M47 in your 65 P131 did you have to make any further modifications? I'm sure this conversion requires a custom transmissoin crossmember?
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The shifter of the M46 and M47 pops up in the same spot. But in both cases the tunnel had to be enlarged (a bit higher, not wider), a custom crossmember had to be fabricated and the right lenght driveshaft had to be made.
Since both my M46 and M47 had the larger type flange on the tranny I used a complete drive shaft from a 240-series (cut to the right lenght though). This also ment changing the support bearing and the flange on the diff. You could also weld a 'big type' shaft to the 'small type' so you don't have to change the flange on the tranny nor the support bearing or diff flange. Like so:
BTW. If I were you I'd just use a B21/B23 bellhousing and put the tranny on a slant. My M46 ran much nicer slanted then my M47 does upright. Saves the trouble of getting a custom bellhousing. You just need to change the shifter position. Like so:
Cheers, ben
--
P131, '65, B20B+M47. P131, '69, B20E+AW71L+LSD. (www.tinustechniek.tk)
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I beleive the 142 may have a taller transmission tunnel so hammering may not be required. I think I would try to heat the shaft of the shifter red hot and then bend it in a vise,to compensate for the tilted transmission, of course that is just an idea. But it seems it would work.I read the thread regarding your harmonic vibration problem with the car and I must say I would have gone mad replacing all those parts with no results until it was fixed by "accident". But you should enjoy driving the car immensly after all that frustration.Thanks for the illustrations and advice. andy/
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http://www.canoe.ca/NewsStand/Columnists/Calgary/Licia_Corbella/2004/11/03/699458.html
"So what about Canada?
"According to Larry Gordon, executive director of Fair Vote Canada, since the First World War, only four of our governments have been legitimate majority governments -- or governments that have won more than 50% of the popular vote: 1940, 1949, 1958 and 1984.
"Nevertheless, because of our winner-take-all, first-past-the-post electoral system, over that same period we have endured 15 phoney majority federal governments -- that is governments that won the majority of the seats in the House of Commons even though they did not win a majority of the popular vote.
"Never did Canadian voters' wishes become so distorted as during Jean Chretien's three elections.
In 1993, Chretien won just 41% of the popular vote, but he won 60% of the 301 seats in the House of Commons.
"In 1997, garnering just 38.5% of the popular vote, Chretien won 51.5% of the seats in the House, making it "the phoniest majority government in Canadian history," says Gordon.
"In 2000, pulling in 40.9% of the popular vote, Chretien's Liberals took 57.5% of the seats in the House."
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How many Bombs have the Canadians dropped lately? How much voter fraud have you seen?
Since we're comparing notes with Canada let's take a look at defense spending, public health and just how they tax the rich.
Jean Chrétien’s launched how many fake oil wars?
See how that works?
Please, don’t compare your turd to Canada.
http://www.commondreams.org/headlines04/1021-01.htm
“Published on Thursday, October 21, 2004 by OneWorld.net
International Observer Team Urges Reforms in US Electoral Process
By Jim Lobe
WASHINGTON - A team of international observers who are monitoring the November 2 elections is calling for major reforms in the U.S. electoral process to promote confidence in that each voting system.”
Go read some more if you want to hear the truth about bull-shit US “election” process.
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Hi Ben,
I have an M47 in my daily driver '88 240 wagon. For some reason it's not so noisy yet. I overfilled it by .5 liters though, I hear that will keep it alive longer. Maybe if I get ambitious and can remove the front suspension and rear axle from the 142 I could pick it up and prop it to perform the work on the underside. I will need to check with Huke in a few months when the drivetrain is ready to reinstall. If I can ship both bellhousings and get the finished product back for less than $300 USD that would be superb. I will check with Scandcar to see if they sell spare tire wells and the steel trim the holds the weatherstripping that goes on the doors and hood and trunk. These pieces seem to rust away before anything else, it would be nice to not have to "manufacture" those pieces. Thanks for your help, best wishes with your restoration.I will check your progress often.
Best wishes,
Andy Knight- 240s and 140s- would like to own a nice P1800 someday.
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One shot just before the intake valve starts to open, one shot 180 degrees (cam rotation; 360 degrees crank rotation) away from that.
The four "strokes" in American English are:
1) Intake
2) Compression
3) Power (bang)
4) Exhaust
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I recall the thing about Richard Gordon's experimentation. If memory serves, a 0.016" shim under the rearmost screw on the trigger contact plate was the secret. I am yet to try this but one of these days I should, just for kicks.
--
Justin 66 122E
Read vclassics tech!
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Be sure it is working RIGHT before you start changing things!
sign me
The voice of experience in Bartlesville
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That would have the same effect as mixing up the wire harness connections on the injectors themselves. I'm sure that in the course of 30+ years there are many D-jets that have gotten their injector sequence mixed-up totally unbeknownst to the owners, and the things still run just the same.
So next time you're in the shower, ponder something like "Why do old Volvos always smell the same inside?"
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