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1984 B23F +T, final pre-project questions, LH 2.0 to 2.2?

Dylwsub

New member
Joined
Sep 15, 2004
Location
"The Valley"
Ok, I've been searching these forums for quite a while now researching a +T conversion for my 1984 245 (B23F w/ M/T so 9.5:1 compression ratio, LH 2.0) I've got a turbo w/ header, intercooler, green top injectors, 3.0 FPR, but now I think its going to be a little more involved because my car has LH 2.0.

It appears the reccomended way to acheive my goals (stock turbo level boost, nothing more nothing less... but if it has to be more OR less, let it be more ;-)) is to get rid of the LH 2.0 completely, and replace it with the LH 2.2 (and not 2.4 becasue of crank position sensor?) from a 85-89 740 turbo (local pick and pulls are full of '87 740 turbos at the moment...) before I go about doing this and buying more parts from the pick and pull I want to make sure this is the way to go for my year/setup.

How easy is replacing the entire harness with 2.2? (I probably should do it anyways before my stock one biodegrades on me... ;-)) Should I take everything and anything connected to the harness? Is it a complete plug and play process? Should I just grab the whole intake manifold/fuel rail/TB as one piece and just replace mine? And will the down pipe from a 740 work with my 240? (going to need to be welded in anyways, my exhaust line has been cut and welded together by so many shops in the past 20 years I dont think there are any more bolt together parts on it...)

I have a T cam, I read a post where some here say its not much better than the M, but if Im just looking for stock like turbo performance, is this what I should put in?

My last question for now... I pulled my turbo a long time ago (a year or 2), I know what the oil intake and drain holes are, but what are the 2 threaded holes on the sides of the turbo for? I know they use the banjo (?) fittings (the screws with holes for liquid to pass through) Do those go to an oil cooler? I havent been able to find a good pic or description online to remind me what they went to...

Thanks in advance for any answers/ encouragement you can give me about the +T project, and Im sorry if these questions have been asked before, I really have been searchign for hours and hours.

-Art III
 
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Converting to EZK, read this because you'll need to pull some late model 240 parts (rotor and cap, etc)
http://forums.turbobricks.com/showthread.php?t=100448

This for a B230 manifold
http://www.turbobricks.com/mods.php?content=art0026

And, those extra holes on your turbo are water lines for watercooling. Not necessary, but its a good idea to hook them up, the turbo will probably last a bit longer.

If your interested, search for info on converting to AN lines, they are alot easier to attach and remove, even with a stock manifold.

As far as manifolds, you'll be fine running the stock 740t manifold, but look for a 90 or later turbo manifold, it flows better (and can be ported to flow ALOT more), and maintenence wise its better, you don't have to remove the manifold to remove the turbo.


You don't have to remove the entire harness, but doing so isn't difficult. You've seen how much space there is to work. You may have to peice together a few bits, the ezk from a later 240, mani from a 940t, and an LH2.2 harness from a 240, but a 740 ecu.


If theres anything I haven't covered, im sure someone else will.
 
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Ahhh, water lines. So its both oil and water cooled? From what I have been reading online, I thought it was one or the other.

And thanks for those articles! how did I not find those after hours of looking...
 
I'm helping with an LH2.2 swap on an 84 wagon right now, minus the turbo. Converting to EZK and B230 intake manifold.

The articles are a great help, and there a few posts regarding what bits of the harness you can keep (its kept my posts about the swap down to zero). In my honest opinion, its best to just pull the whole LH2.2 harness, then you can examine it. The wiring harnesses on these things tend to go bad and can be the source of many headaches later on.
 
Get a harness from an '88 or '89 car. They were made with the updated wire insulation that is less biodegradeable. Grab the sensors (amm, ballasts, power stage, relay, knock sensor, coolant sensor, etc) with the harness too- most are 2.2 or 2.0 specific and even if they're the same it's good to have spares.
 
Sounds like me and the junkyard are going to have some more "quality time" together. ;-) Project has grown to more than what I originally thought it entailed, but Im up for it! I think, thanks to this site, I finally have a good grasp on what it ACTUALLY entials and how to get it done. I think the results will be well work the time too, upgrading the FI and EZK, better intake, cam, and... something else... oh yeah, that turbo thing.

EZK from a 740T (cause I want the turbo ICU right? or harness from a later 240 and
compy from a 740T) (glad I posted, I wasnt thinking about ignition mods at all...)
LH 2.2 harness from an 88-89 240 & all sensors
LH compy from a 740T (is there an ideal bosch model number? I read 541 is most
common but 591 is better?)
entire B230 Intake from a 940T & cold air piping
exhaust downpipe from a 740T
drill for oil return, route oil intake, air filter, water lines

maybe I should just go ahead and do the blower motor at the same time... that'd make it more fun right?

-Art III
 
You'll need the sensors from the 740T, not the 240. The 240 harness will be easier, but you'll need the turbo specific sensors. You'll have to modify the harness to add the resistor pack, and extend the amm wires, but it will be WAY easier than trying to use a 740T harness, trust me on that one.
 
Thanks for the clarification, I'll make sure to get all the turbo sensors from the 740T but the 240's harness.

I Already have the resistor pack out of a 740T so Im set there, going to have to search the forum a little more to see exactly where/how I need to splice it in, I take it it's a pretty straightforward splice one resistor into each of the injector's wires?


-Art III
 
Ok, So I've gotten most of my parts. LH 2.2 harness from a 240, 740T sensors, EZK from a 740, new Earls AN oil lines and fittings, function7 turbo oil line mounts, turbo rebuild kit, pcv breather box from FCP, 541 fuel comp, etc. Only have to get things like oil cooler setup, water lines, air hoses, and I/C brackets, downpipe, oil collector can for pcv. (lot more to get than I originally had planned ;-))

I still have one question, doing searching and looking at pics of peoples builds, the wastegate vacuum line hooks up to a fitting on the output of the turbo casing. My T3 doesnt appear to have this. Did Volvo hook up the wastegate to the air piping and not the turbo on some model years? Where should I route it when I hook it up?

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it could come from the intake manifold. but the shorter the hose is, the better boost response will be. you could probably tap out that hole right below the G on Garrett and put a 90* barb fitting on that, and just run the line that way. or drill/tap the boss that is right at the end of the compressor outlet and do the same thing
 
I was under the impression that computers from an LH2.1 '84 760 Turbo would work in a LH2.0 240. I don't have the ignition box number, but the ECU is -507 for the '84 760 Turbo.
 
Well, I need a new wiring harness anyways... Im starting to get some funkiness when its dewy in the AM, so if I'm already replacing the harness, why not just go to 2.2? I've also been reading bad things on this forum in regards to using the Chrysler ignition and +Ting the car with a bandaided 2.0 system.

I really want to do this right the first time, so I'm just upgrading to 2.2 with the 541 comp and EZK, and basically unbolting all I can from an '88 740T (really nice looking bright red car, kinda sad its in the junkyard.... I'd drive it!) and going to bolt it to mine.

-Art III
 
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