Carb to injection on a 360

Post by **cheshire190e** » 21 Nov 2008 03:28 pm

Hi everyone, just wondering how hard it would be to convert from carb to injection on a 360, and is there much point? is it possible to just pull of the injection parts from a 360 and stick it on the carb'd one or are there other more important differences?

cheers

Matt

Post by **SteveP** » 21 Nov 2008 03:47 pm

Wouldn't bother to be honest, the 360 injection system is rubbish, and you'd have to run new fuel lines as injection runs at a much higher pressure.

If you really wanted to conver to injection the best bet to look would be megasquirt.

Post by **cheshire190e** » 21 Nov 2008 03:51 pm

ahh alright, might as well just leave it. cheers

Post by **jtbo** » 21 Nov 2008 07:13 pm

BUT, if you put in injection system, then it is fairly easy to install Megasquirt too and then it is very good system

Most work was with stock injection parts and get those to fit, wiring was not much more than if you would add extra spots and fogs.

Post by **Fuse** » 22 Nov 2008 01:02 am

SteveP wrote:Wouldn't bother to be honest, the 360 injection system is rubbish, and you'd have to run new fuel lines as injection runs at a much higher pressure.

If you really wanted to conver to injection the best bet to look would be megasquirt.

Well.. rubbish is quite harsh statement.. This 360 has LE-Jet

http://www.garaget.org/video/0n2izis9rshw
http://www.garaget.org/video/mmnkkb9uti0a

Doesn't seem to be a limiting factor..

But yeah I would also install the MS if you are converting from carb.

Post by **foggyjames** » 24 Nov 2008 02:23 am

I don't imagine it has just LE-Jet, though. Anything with a 'flappy paddle' airflow meter is very old technology now, and it shows.

cheers

James

Post by **Cloud** » 25 Nov 2008 07:53 pm

For the prices of a mega squirt and the manifold etc....it MIGHT give a decent amount of power with a good map, I don't know how much people are getting from the mega squirt on a standard engine, it would be nice to know?

Post by **jtbo** » 25 Nov 2008 08:03 pm

Carb engine cam is just useless, perhaps 110-115hp with standard cam at max. With K-cam I believe it is 130-140ish based on tests and 1/4 time.

But it is not the power alone, torque curve is better and engine is very willing to increase rpm compared to carb, also car starts very easily.

Post by **foggyjames** » 25 Nov 2008 11:34 pm

Andy's 360 (B200E, K cam, MSnS-E) made about 122bhp on the dyno, IIRC.

cheers

James

Post by **jtbo** » 26 Nov 2008 12:47 am

foggyjames wrote:Andy's 360 (B200E, K cam, MSnS-E) made about 122bhp on the dyno, IIRC.

cheers

James

That seems to be bit low compared to my experiences, but used engines are rather different (all wear and such).

I doubt that such differences come from throttle butterfly modding, even some website told it would be big factor. Anyway I had such mod too.

Post by **foggyjames** » 26 Nov 2008 01:30 am

It's the same dyno which measured my 360 (same spec, except twin carbs instead of the EFI manifold) at 140bhp...and I believe it also measured Andy's car at pretty much exactly the right power originally. The engine was rebuilt about 3 years ago, IIRC.

The numbers are a little lower than I expected (perhaps 125-128, say?), but having the full "elephants trunk" intake in place won't be helping...I believe Andy said he was measuring vacuum at WOT at high RPM...indicating that the intake is causing airflow problems.

cheers

James

Post by **Jason B** » 26 Nov 2008 02:19 am

If I were to do this (and I'm not ruling it out yet, just need more pennies which are currently being spent on other cars) then I would think bunging in a hotter cam (K or H) and then running megasquirt on ITB's or something equally noisy

- that ought to make about 130bhp ish I'd have thought. But then I'd also not bother with the B200 and stick the hotter cam on a 230fb with a 531 head

- then you'd be up to the 150bhp ish with a few other mods I'd think... mmm, getting tempted back into working on the volvo again

Post by **foggyjames** » 26 Nov 2008 03:05 am

You'll do better than that. Mine made 140bhp on 40s (with 32mm chokes) a K cam and a stock exhaust...not exactly a wild setup. Stick 40mm ITBs and a header and exhaust on it, wind it out to 7k or so with a suitable cam (H may well do it), and I think you'll be knocking on the door of 2-ton with the B200.

That basic formula is known to make over 200bhp when B230-based, and because the head flows better, proportionately, B200s usually make almost as much peak power as B230s...witness B200FT vs B230FT...10bhp in it.

cheers

James

Post by **jtbo** » 26 Nov 2008 09:05 am

foggyjames wrote:...I believe Andy said he was measuring vacuum at WOT at high RPM...indicating that the intake is causing airflow problems.

cheers

James

Ah, there is difference, mine gets bit more pressure than when engine is off, that is on road of course. My intake was build so that air was forced into intake manifold, when overtaking that little extra was felt, but of course it was not much of 'boost', just enough to keep it from falling into vacuum.

Post by **germ** » 26 Nov 2008 07:48 pm

Nice figures

Iam expecting 130hp @ fly from my 2.0 renault engine bearing in mind its like new!

cold air feed
2.5" exhaust no cat should see it imo, foggy be affraid very affraid when the turbo's on wooop

should see 172hp boosted @ 5psi

200hp at 8psi

based on calcualtions of course. lmao