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#31
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Jam has/had less expensive 4-barrel
I corresponded with JAM Eng when I was doing research regarding the carb conversion. John Moulton of JAM mentioned that they have a less expensive kit that uses a 4-bbl with a manual choke. You'd probably need to get a choke cable too.
I went with the 2-bbl Weber because it was more accessible to me and I've worked with Webers before and I felt more comfortable working with them. I guess Holley's are more accessible in the states. FWIW, the 2-bbl Weber flows 295 cfm while the Holley in JAM's kit flows 450 cfm. I needed more fuel economy than power... so the Weber was MY choice. Try the Holley. YMMV. =) Happy New Year!
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Johan Limcangco Manila, Philippines 79 350SE (W116) 86 230E (W124) http://www.geocities.com/johan01.geo |
#32
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I have talked to John of JAM about the Holley and Weber conversion. He said that allot of the people that do the Weber conversion switch to the Holley because the Weber can't put out enough gas for the 2800cc engine. John told me that he did have a manual choke version for like $600.00. But I would have to install the cable for the choke. I'm just going to buy the automatic choke version, since it is a little more money. Do you know if the Holley is a electric choke or a electric water assist choke?
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Shea See All My Mercedes-Benz Cars And Other Cars (Click Here) Visit http://www.cform.net/ |
#33
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carb. question
ENOUGH! Put on the 4bbl. and roll brother! NO REMORSE!
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#34
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carb. question
ENOUGH! Put on the 4bbl. and roll brother! NO REMORSE!
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#35
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Re: carb. question
Quote:
This is a Discussion board!! We have discussions before we do the work.
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Shea See All My Mercedes-Benz Cars And Other Cars (Click Here) Visit http://www.cform.net/ |
#36
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carb. question
If it were up to me, I would put the correct carburetor on the car. That is, the one that would have been on the car originally. The reason is simple: Even if the O.E. carb is tempermental or a P.O.S. you at least can take it to a M.B. mechanic that knows the carb. and its quirks. I swear, I am far from being a master mechanic, believe me. But, I have restored a couple of "clunkers" and I have spent more time removing or repairing other peoples "modifications" that, sometimes, were more complicated and expensive than just putting it back original. Having said that, I have heard nothing but good things about JAM engineerings "kits". And, if you plan to work on the car yourself, maybe you should get one that is simple and less complicated than the O.E. After all, good carburetor mechanics are getting harder to find (at least in GA. ) everyday. Anyway, best of luck to you.
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#37
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I have found that there are two types of conversion kits to use. One is the two-bbi and there is a four-bbi version you can use. But with taking to JAM and the people on the board that the best one is the four-bbi carb. conversion from JAM. The O.E. carb. is a P.O.S even if it was working right.
__________________
Shea See All My Mercedes-Benz Cars And Other Cars (Click Here) Visit http://www.cform.net/ |
#38
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I agree.
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#39
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Carb. Problem And Solution Solex 4a1
i use franks carburetor in compton california phone #310- 631-2426 they are excellent they been open almost 30 years and they quoted me $250.00 for a complete rebuid including a new float because the kit doesn't come with one . if you buy a kit and float it will cost $100 for the kit and $50 for the float . so i personally recommend franks because they bench test all there work . you can ship it to them via ups and they will return it c.o.d good luck
Last edited by alexcooper87; 06-23-2008 at 02:26 AM. |
#40
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The Holley is an electric choke. You need to block the water hose outlets.
I am using the Holley on my '73 280 and I am using a Carter 2BBL on my '74 280C (currently in the process of being converted to TBI). I have used; a Rochester Quadrajet, a Motorcraft 2 BBL and a couple of Holley 2 BBLs on various 2.8L engines. All of them work fine. The Holley conversion has the advantage of using the stock air cleaner with no adapters or modifications. |
#41
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Oh crap. I just noticed the date on this thread. This is one started by "Hippie Elmo". Shucks, I haven't seen anything posted from him for about 5 years. Is he still around?
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#42
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Hi Mike,
I've been thinking that a GM TBI would be the way to go on one of these engines. How serious have you gotten with your thoughts? I suspect that a TBI unit off a 4.3L V6 would be very easy to install, and probably wouldn't need any ECU changes, just have to install an O2 sensor in one of the manifolds or header pipes. I had given my son our 1975 280C, but he said it didn't work out for them, as it would vapor lock during their lengthy stop and go commutes to Boeing in Seattle traffic. The TBI would fix that problem, I think.
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Richard Wooldridge '01 ML320 '82 300D 4.3L V6/T700R4 conversion '82 380SL, '86 560SL engine/trans. installed '79 450SL, digital servo update '75 280C |
#43
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I've got my Megasquirt built and mounted. It is behind the glove box on the relay bracket. The O2 sensor is installed. I used a heated sensor back where the two header pipes converge.
I got a TBI unit from a 4.3 also. I bought a TBI to Quadrajet conversion plate from Holley ($45) and machined the rear mounting holes to fit the M110's intake. I have all the sensors (standard GM stuff) and now I am sidetracked restoring the 1974 280C. Just from what I can see, I might have to change to a different style of TPS. The GM original seems too long and might hit the valve cover. I might be able to rework the electrical connectors and still use the standard TPS. We'll see. I am going to use the fuel pump from a 1986 Ford Econoline. It is an 'in-line" style which will require minimal changes to the existing fuel supply line. I will be mounting it at the fuel tank end because most of these pumps are "pushers". I had originally planned on using a "surge tank" set-up but by the time I figured out the expense of building the tank, replumbing the fuel lines, the additional electrical circuits and adding an electric pump to supply the tank I decided on the single "pusher" pump. I've been taking pictures and I'll post them when I get a little further along in the project. These restoration car projects seem to be always, "one step forward and two back". Last edited by Mike D; 08-12-2008 at 09:06 AM. |
#44
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When I installed the 4.3 engine in my 1982 300D I used a Holley inline pump, and mounted it on the left front inner panel. It works really well there, is nice and quiet, and has the advantage of all the pressurized lines being very short and accessible under the hood. At $110 it cost more than the 4.3 engine did, though! I've put over 100k on the conversion now, with no engine or drive train problems. The AC compressor failed on me a few years ago, the only problem I've had... I bought a newer style replacement and it's worked fine.
Let me know how your megasquirt setup works - I'm considering one for my 1982 380SL that has the 560 engine installed.
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Richard Wooldridge '01 ML320 '82 300D 4.3L V6/T700R4 conversion '82 380SL, '86 560SL engine/trans. installed '79 450SL, digital servo update '75 280C |
#45
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I checked out the possibilities of the GM TBI physical dimensions for mounting on the 110 engine, and it looks to me that the IAC is the only part that would present a problem, at least on the TBI unit that I have, off a 4.3L V6. I wonder how it would be to just turn it around? It would most likely take a home-made mounting plate to accomplish this. I'm pretty sure the car would run fine with a standard '88 or so Astrovan ECU and harness parts, ie the ECM would self-adapt without trouble, I think.
__________________
Richard Wooldridge '01 ML320 '82 300D 4.3L V6/T700R4 conversion '82 380SL, '86 560SL engine/trans. installed '79 450SL, digital servo update '75 280C |
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