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K-Jet a EFI head ?

good luck,theres a bias/distrust of k-jet,d-jet on here that borders on rabid! i love the system and have had to learn its caperbilitys and limitations on my own. ime currently building a 2.5lt 6spd 242 and will start with 8v k-jet then go 16v k-jet, ill be able to give feedback in a couple of weeks about converting efi heads.
 
OP do you have a special place in your heart for K-Jet?

Modern programmable systems can do more better with reliability we don't see in K-Jet as installed in Volvos and others.

Sooooooooooooo please share with us OP..... What problem are you solving with installing K-Jet in a later head?
 
It might be cheaper to buy a B230 k-jet head from someone over in England. IIRC, they held on to K-jet for much longer over there
 
I - sort of - understand technical styling exercise like building a turbo 142 B20 with parts that were available in the 70's - but other than that what there is to gain by utilizing a K-jet system ?
 
I - sort of - understand technical styling exercise like building a turbo 142 B20 with parts that were available in the 70's - but other than that what there is to gain by utilizing a K-jet system ?

do understand that some people actually like using K-jet, or other CIS systems. some actually just like having something different, some like the simple styling.
 
there's some k-jet fans here... i'm one of them.

UTCIS-PT is something to look into if'n you're fixin' to do this to a turbo application. it ain't cheap to go all out with k-jet, but it can be pretty rad.
i've also got a sheetload of $ dropped into an ancient magneto and archaic performance parts for just one of my ~45+ year old motorcycles... so what the hell do i know?

(i do know that i'm in the middle of a megasquirt project, and miss k-jet... but am plodding forward with the MS)
 
K -Jet is simple , problem free ,if clean fuel is used and good for half a million miles ! And I wont have to deal with electrical gremlins ......:-D
 
ALso IF I do this enginne grows by A whopping 200 cc


Saywhat? You mean to say you intend to build a motor 200cc larger? that's the problem with K-jet. It worked marvelously well for the exact set up it was delivered on, say a 1800 Golf or a 2,0 Saab or whatever, but it was hit and miss if it would tolerate big changes..

Sometimes it would---example using a complete fuel distributor off a GTI onto a Saab 99/900 with a moderate cam, it worked.
Or for hotter apps, a Volvo turbo fuel distriutor and warm up regulator on a hotter 2,0 n.a. motor did that too.

But the choice today is severely limited cause the junk yards aren't full of other K-jet cars to harvest parts off of..
What are you talking about ? Going from 2,1 to 2,3?
 
Yes ......and there is a B230 in the pnp with 72K on it ofcourse it is a LH2.4 .I want to go from 2.1 to 2.3 and want to keep the K-Jet ? just wondering if the head was machine able ?
 
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