convert D-Jet 450 K-Jet?

[WANT '71 280SEL]

I have access to a whole K-Jet 450 for little to nothing. My 109 has D-Jet. Wouldn't I just need to swap over the intake, fuel pump, and K-Jet components?

I realize the later K-Jet 450's had less power, but is it because of the fuel injection? I'd assume it has more to do with the cams, etc. used later for smog purposes. Is this a conversion you would suggest?

I'm not a big fan of D-Jet as it seems it's rare for a 40 year old system to work correctly. Given the trigger points, and computers prone to fail, I'm not big fan of the system. What do you think?

Best Regards,

David

[Tomguy]

You're trading one open-loop fuel injection system for another. Both have failure points (D-Jet's trigger points are its main one, and K-Jet's fuel distributor is its main one). I would personally not do this type of conversion, in fact I'd be more likely to convert K to D.... but I'd do neither, opting for either Megasquirt or a similar setup like SDS.
http://www.sdsefi.com/

[dirtyharry]

I thought about doing this swap on My W108 at one point, had access to K jet stuff... its too much B/s to swap it all. plus I think all K-jet M117's have an EGR valve... I found that the trigger points can be adjusted and set so that if you space them all evenly the engine will be smoother... I've always had issues with oil contamination b/c distibutor shaft seal leaks... I know the seal in the base can be replaced, I've been thinking of drilling a hole in the base of dist to let the oil run out with some sort of filter on it so dirt couldn't get into it. also the harness for the M117 d jet has the TPS spliced into the trigger point harness and I was running into misfires b/c of the TPS grounding the circuit(accelerator Pump type enrichment.) this was something I did not know and couldnt find on forums. one of the red wires from TPS is spliced at the firewall into the Y/B center wire to the trigger points, and if you've got misfire issues you can run without the TPS being plugged in. I think the greatest benefit to any of the D jet M117's is advancing the timing, and running without the vacuum retard which makes it much easier to drive, unless you live in a state which has emission testing. and Ditch the switchgear as well. I've found it to be as reliable, if not more reliable and predictable then my M110 with the solex 4a1

[meltedpanda]

I would agree with Tomguy, if you are going to convert , look at megasquirt

[GGR]

You say it's a 109. If it's a 3.5 the intake manifold won't swap (too big).

I would also recomend Megasquirt. This will get rid of the points and the MAP sensor which are the most failure prone on the D-Jet (and the most expensive parts). For the rest, D-jet is very easy to convert to Megasquirt.

[WANT '71 280SEL]

Doing my research it looks like Megasquirt is the best alternative. Unfortunately rigging up the components may not be for me. Looks like I'll have to stick with D-Jet for at least awhile. Thank you gentlemen for your input.

Best Regards,

David

[alabbasi]

If you're going to do the swap, then do it with a 560 engine and a 4 speed auto. Otherwise you're not buying yourself anything.

Especially considering that your car runs pretty well.

[GGR]

Originally Posted by alabbasi

If you're going to do the swap, then do it with a 560 engine and a 4 speed auto

I would rather go for a euro 5.0. No electronics, no emissions stuff, much easier. I have that set-up on my Pagoda and it's quite straight forward.

[ATATEXAN]

I am going to convert my Euro 350SE (W116/M116) from DJet to MegaSquirt. Too much evidence this is the superior system to reduce emmissions, improve fuel consumption, and boost power.

Will report afterwards on the results.

[Frank Reiner]

ATATEXAN:

PM sent re: Megasquirt