- Joined
- Sep 18, 2002
At work this week I put a B230ft from a '93 940T into a '90 245, did the shakedown runs today and so I just thought I'd make a little almost mental note for posterity's sake on the process.
Basically, the 940 ignition and fuel computers were swapped.
The injector ballast resistor pack located at the front intake side corner of the engine bay was cut WITH plug (you want the plug) form the 940 harness.
The injector ballast was spliced into the thick green/white wire by cutting the wire approx 2" back from the plug for the fuel computer- this allows you to mount the ballast cleanly inside the kick panel. Basically tie the four green wires on the plug together and solder them to one end of the snipped green/white wire, and solder the grey wire to the other side. soldering the plug in rather than the ballast itself is important for two reasons:
A)if you pull the motor with harness, you can unplug the ballast resistor inside the car and not have to squeeze it through the hole in the firewall risking damaging it and,
B)if it burns out you can replace it easily because it isn't hardwired.
The 940 fuel rail was also swapped wiht its green injectors. The rail has no provision for the cold start injector, so you can either not run the cold start injector or swap the green injectors into the original fuel rail. I left the cold start injector disconnected- my reasoning being that the cold start mapping for the turbo computer assumes there is no cold start injector.
So, basically I swapped the computer, injectors, and ballast in and then ran the car as-is. This confirmed that everything would work as-is without throwing any codes.
As an aside, the 940T was equipped with EGR, the 90 245 was not. I canned the egr and it doesn't seem to throw any codes.
Completing that, I pulled the drivetrain form the 240 with harness.
Next I pulled the drivetrain from the 940 without harness (motor harness is integral to the chassis anyways)
I removed the intake, started, and alternator from the 240NA motor all together
and bolted it all to the 940 motor.
I removed the intermediate shaft from the 240 and swapped it into the 940.
The 940 motor got obligatory t-belt/seals/rear main seal/waterpump at this stage.
So now the 940 motor has the modified 240 harness on it with the block mount dizzy.
Transfer motor mounts and heater hoses.
Back into the car, hook everything up, installed the 940 T downpipe.
The downpipe just BARELY clears the firewall, it does hit under end torque/vibration. Solution is to heat it up near the turbo flange and tweak it a little.
I extended the AMM wires so that they run across the lower rad support and around to where the windsheild squirter motors are and installed the AMM there with a short pipe just fabricated on the fly from another intercooler pipe. Use an IC pipe that has a nipple for the idle speed motor, as you can use it to plumb the breather with the appropriate hose bought from the dealer- this way the pcv will work as intended with the box seeing vaccuum as generated by the turbo inlet.
This was a quite straightforward conversion and it goes pretty good for a nice stock conservative setup (this ain't my car its a customer's so it had to be nice and stock and clean). Not sure how long the M47 will last though!
Anyways work is largely just plain old maintenance work and motor re&re but I figured I'd post this since it might be something someone wants info on at some stage. Would have been cool to take pics of the process but it's pretty straightforward and stopping to take pics at work might come off as a little odd.
Basically, the 940 ignition and fuel computers were swapped.
The injector ballast resistor pack located at the front intake side corner of the engine bay was cut WITH plug (you want the plug) form the 940 harness.
The injector ballast was spliced into the thick green/white wire by cutting the wire approx 2" back from the plug for the fuel computer- this allows you to mount the ballast cleanly inside the kick panel. Basically tie the four green wires on the plug together and solder them to one end of the snipped green/white wire, and solder the grey wire to the other side. soldering the plug in rather than the ballast itself is important for two reasons:
A)if you pull the motor with harness, you can unplug the ballast resistor inside the car and not have to squeeze it through the hole in the firewall risking damaging it and,
B)if it burns out you can replace it easily because it isn't hardwired.
The 940 fuel rail was also swapped wiht its green injectors. The rail has no provision for the cold start injector, so you can either not run the cold start injector or swap the green injectors into the original fuel rail. I left the cold start injector disconnected- my reasoning being that the cold start mapping for the turbo computer assumes there is no cold start injector.
So, basically I swapped the computer, injectors, and ballast in and then ran the car as-is. This confirmed that everything would work as-is without throwing any codes.
As an aside, the 940T was equipped with EGR, the 90 245 was not. I canned the egr and it doesn't seem to throw any codes.
Completing that, I pulled the drivetrain form the 240 with harness.
Next I pulled the drivetrain from the 940 without harness (motor harness is integral to the chassis anyways)
I removed the intake, started, and alternator from the 240NA motor all together
and bolted it all to the 940 motor.
I removed the intermediate shaft from the 240 and swapped it into the 940.
The 940 motor got obligatory t-belt/seals/rear main seal/waterpump at this stage.
So now the 940 motor has the modified 240 harness on it with the block mount dizzy.
Transfer motor mounts and heater hoses.
Back into the car, hook everything up, installed the 940 T downpipe.
The downpipe just BARELY clears the firewall, it does hit under end torque/vibration. Solution is to heat it up near the turbo flange and tweak it a little.
I extended the AMM wires so that they run across the lower rad support and around to where the windsheild squirter motors are and installed the AMM there with a short pipe just fabricated on the fly from another intercooler pipe. Use an IC pipe that has a nipple for the idle speed motor, as you can use it to plumb the breather with the appropriate hose bought from the dealer- this way the pcv will work as intended with the box seeing vaccuum as generated by the turbo inlet.
This was a quite straightforward conversion and it goes pretty good for a nice stock conservative setup (this ain't my car its a customer's so it had to be nice and stock and clean). Not sure how long the M47 will last though!
Anyways work is largely just plain old maintenance work and motor re&re but I figured I'd post this since it might be something someone wants info on at some stage. Would have been cool to take pics of the process but it's pretty straightforward and stopping to take pics at work might come off as a little odd.