Converting 71 242E to SU's or Weber

  • Thread starter Thread starter dondford
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D

dondford

Can someone advise if this is possible and/or feasible?

Thanks,
Don
 
James:
Thank you for your post. Its a car I'm looking to buy; I was under
the impression the "E" meant it was fuel injected. Am I in error?

Don
 
Re: Converting 71 242E to SU's or Weber
Can someone advise if this is possible and/or feasible?

Thanks,
Don
Click to expand...


The 242 wasn't around in 1971 surely?
 
Sounds like a '71 *142E*, and "E"= Fuel injected.

Andy I.


| > Re: Converting 71 242E to SU's or Weber
| > Can someone advise if this is possible and/or feasible?
| >
| > Thanks,
| > Don
|
|
| The 242 wasn't around in 1971 surely?
|
|
 
The 242 wasn't around in 1971 surely?
Click to expand...
Sorry I missed the start of this thread. It certainly IS possible to
convert a '71 142 to carburetion. I did it on a '73 142, putting a
Weber in in place of a PIA fuel injection system.

To avoid boring the whole group, I would be glad to respond offline.
Just email me.

Chuck Fiedler
Nothing but Volvos since 1973
 
Don Ford said:
James:
Thank you for your post. Its a car I'm looking to buy; I was under
the impression the "E" meant it was fuel injected. Am I in error?

Don
Click to expand...

Ah, yes you're probably right, I thought "E" meant the high compression
version of the motor but perhaps they were all injected even back as far as
'71. I'm assuming this is a D-Jet injected 142 then? Is the fuel injection
completely shot or what? There's a few things that commonly go wrong with D
Jet but once it's working it provides better performance than a carburetor
with less fiddling.
 
at least in the US market, the 142E is the D-Jet fuel injected, same as
found on the 1800E. The US market also had a carburetted model in '71 for
the 140 series, so a conversion to carb is probably not a major PITA. Later
140 series fuel injected switched to the K-Jet system, a little more
straight-forward, but a little less performance than D-Jet.

There is plenty of science in the carb vs. FI discussion, plenty of personal
preference, and a tad bit too much religion. For my own personal point of
view, the SU carbs are easy to understand and overhaul, the D-Jet is mostly
about tight injector seals, tight fuel hose pressure and seal clamps, and
clean throttle throat and throttle trigger. When in good condition, both
systems are pretty reliable and responsive. The B20E engine (for the 1800E
and the 142E) is high compression, a few more horsepower (assuming good
compression, which is questionable at this age unless the engine was
recently overhauled). There is a ton of info on changing from high
compression head to less compression on other web boards, including
different manifolds and plugs needed to swap to carb.
 
oh, hell, Chuck, bore me with the details. Don may enjoy it also.
 
James said:
Ah, yes you're probably right, I thought "E" meant the high compression
version of the motor but perhaps they were all injected even back as far as
'71. I'm assuming this is a D-Jet injected 142 then? Is the fuel injection
completely shot or what? There's a few things that commonly go wrong with D
Jet but once it's working it provides better performance than a carburetor
with less fiddling.
Click to expand...

James, I believe that with engine designations, "E" originally and
simply meant fuel injection. "F" was introduced later as a reduced
compression fuel injection (mainly American market) and then "E"
meant high compression fuel injection (or unchanged compression- the
same "E" engine as before). "A" was single carburettor and "B" was
twin carburettor. (One exception was the six cylinder B30A was twin
carburettor.)

With the car model suffix, I'm pretty sure "E" meant fuel injection.
"S" was for the twin carburettor.

Of course these designations came and went over various model
years... remember when 240s were sold as only "DL," "GL," and "GLT"
the year before the 700 was introduced?

D Jet fuel injection was in a few early model 240s in some markets.
This system was originally available on Chryslers in the 1950s, but
wasn't really a big seller. Bosch bought it, made it a little
better, and then made some money off of it.
 
James said:
Ah, yes you're probably right, I thought "E" meant the high compression
version of the motor but perhaps they were all injected even back as far as
'71. I'm assuming this is a D-Jet injected 142 then? Is the fuel injection
completely shot or what? There's a few things that commonly go wrong with D
Jet but once it's working it provides better performance than a carburetor
with less fiddling.
Click to expand...


James, I believe that with engine designations, "E" originally and
simply meant fuel injection. "F" was introduced later as a reduced
compression fuel injection (mainly American market) and then "E"
meant high compression fuel injection (or unchanged compression- the
same "E" engine as before). "A" was single carburettor and "B" was
twin carburettor. (One exception was the six cylinder B30A was twin
carburettor.)

With the car model suffix, I'm pretty sure "E" meant fuel injection.
"S" was for the twin carburettor.

Of course these designations came and went over various model
years... remember when 240s were sold as only "DL," "GL," and "GLT"
the year before the 700 was introduced?

D Jet fuel injection was originally available on Chryslers in the
1950s, but wasn't really a big seller. Bosch bought it, made it a
little better, and then made some money off of it.
 
Pat said:
oh, hell, Chuck, bore me with the details. Don may enjoy it also.
Click to expand...

I might enjoy it too- I miss my SUs, the most excitement I've got out
of Motronic and OBD2 is a fault code when I lost my fuel cap :)
 
Jim said:
I might enjoy it too- I miss my SUs, the most excitement I've got out
of Motronic and OBD2 is a fault code when I lost my fuel cap :)
Click to expand...

Yeah, if people find it boring they just don't have to read it. Putting
the info out here means it's available to the next guy, assuming he
knows how to use groups.google.com.

Also I know IPD used to (still does?) sell kits to do this - 2 manifolds
and 2 twin choke sidedraft Webers, or one manifold and a downdraft 2
barrel. However, as a former owner of a '71 142E, I liked the fuel
injection, and I'd try to fix it first.

--
Mike F.
Thornhill (near Toronto), Ont.

Replace tt with t (twice!) and remove parentheses to email me directly.
(But I check the newsgroup more often than this email address.)
 
Can someone advise if this is possible and/or feasible?

Thanks,
Don
Click to expand...

Lots of these have been converted to webers over the years, but personally I
think that is a mistake. The D-jet system does a good job with minimal
maint. My '72 ES is still running strong on it's D-jet fuel injection.

On the other hand, I have seen many weber converted cars where the owners
have never been able to get the jetting tuned in just right.

YMMV!
John
 
Can someone advise if this is possible and/or feasible?
Click to expand...

I would stick with fuel injection. D-Jet isn't so great to find parts
for, however it's a good start for something like MegaSquirt (DIY
electronic fuel injection). In the long run, you'll probably have a much
more enjoyable car to drive if you stay with FI.
 
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