2 4 0 T U R B O . C O M
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Volvo Engine Wire Harness
CONVERSIONS
For Custom Installations
Focusing on 240 and 700 Volvos




     UPDATED: April 3, 2020                       CONTACT       
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N A V I G A T E   T H I S   H A R N E S S   P A G E
C O N V E R S I O N    H A R N E S S E S
240 LH 2.2 or LH 2.4 plus EZK Conversions
740 MAF Relocation Conversions


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240 LH + EZK CONVERSION HARNESSES
240 -  LH 2.2 plus EZK 117 Full Conversion Harness
for any year 240


240 -  EZK 117 IGNITION ONLY Conversion Harness Version 1
(for LH 2.2 equipped 240s)


240 -  EZK 117 IGNITION ONLY Conversion Harness Version 2
(for LH 2.2 equipped 240s)


240 -  LH 2.4 plus EZK 116 Full Conversion Harness
for any year 240





LH 2.2 plus EZK Full Conversion Harness

240 -  LH 2.2 plus EZK 117   bos220e
FULL Conversion Harness

For any year 240 non-turbo or Turbo or +T conversion. Uses any Bosch style Fuel Injector.
This harness is designed to allow the use of a MAF Sensor on EITHER side of the engine bay. It may be placed on the left side for non-turbo or the right side for a turbo.  The MAF wire leads on this harness are designed to be long enough to reach either location. 


  


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NEW HARNESS
Made in the Netherlands

LHD harness shown here. RHD version is also available as a special order.

Temporarily OUT OF STOCK.
If this becomes out of stock, you may still order. Manufacturing lead time will be about 3 - 4 weeks.


Email with questions.  CONTACT ME
Volvo 240 LH
                                            2.2 plus EZK full conversion
                                            harness.

F U L L   D E S C R I P T I O N
LH 2.2 plus EZ117K
NEW FULL CONVERSION ENGINE HARNESS

This is a conversion harness to convert ANY 240 to LH 2.2. It connects to both the engine and ignition points under your hood AND to the engine control modules under your dash. It is designed to use LH 2.2 fuel injection and EZ117K ignition components. An EZK ignition originally came in a 700 series, not in a 240. Volvo put a less desirable Chrysler ignition in the 240 made before 1989. This harness allows you to use the EZK ignition parts.
This is a perfect complement for someone planning to update a K-jet car or install a later turbo or non-turbo Volvo 4 cylinder into an earlier 240.

Harness: LH2.2 +EZK Conversion
Price: $369.00 plus shipping

Volvo 240 LH 2.2 plus EZK
                                      full conversion harness.This conversion harness is designed to be used with ANY Bosch style fuel injector.

1.   For Low Impedance Injectors (low-Z or peak and hold type), which were original in Volvo 700/900 TURBOs, there is now a plug on the harness where you can attach a Ballast Resistor (any standard Volvo 700/900 type resistor pack will be fine).  Standard fuel injectors found in any 700/900 TURBO or any low-Z injectors may then be used.

2.
For High Impedance Injectors (high-Z or saturated type), which were originally used in Volvo non-turbos, this harness will work as is with no changes.




An extensive 13 page PDF INSTALLATION GUIDE may be viewed here:

Updated 03/19/20
https://www.davebarton.com/pdf/HarnessLH2.2EZK.pdf


EVERYTHING under the hood is a direct PLUG and PLAY.
There are a few wires under the dash that will need connecting. That number depends on how old your 240 is, but it can be up to 5 wires. Complete and detailed instructions are included.

OVERVIEW OF TYPICAL UNDER-DASH WIRE CONNECTIONS FOR THIS LH 2.2 PLUS EZK CONVERSION:
1. Black/Red
From ECU, Fuel Pump Relay
This wire gets connected to switched power from Ignition Switch terminal 15 (any 12v source with Ignition Key Switch in the “RUN” position).  This source may be tapped from the back (right) side of fuse 11, 12 or 13 (or fuse 3, 4 or 5 in a 1978 and older 240).
2. Red
From ECU
AC Idle Increase. This wire gets connected to an AC relay output or trigger wire to AC compressor clutch.
3. Red/Yellow
From Fuel Pump Relay, O2 Sensor, IAC Valve
This is the output from the Fuel Pump Relay to supply power to the fuel pumps.  This wire should be connected at the fuse panel to the INPUT side of the fuse for the in-tank fuel pump or fuel pumps.  You can choose this fuse as follows: 1979 -84: Fuse 5. 1985 and later: Fuse 4. For pre-1979, you can choose any fuse that is not currently being used, such as fuse 10, or install an in-line fuse and then connect to pump. 
Click here for the Fuel Pump Relay Page to see 240 Fuel Pump Relay Diagrams.

4. Red/White
From Ignition Powerstage
If a tach signal is needed for your tach, connect this wire to the tach input spade.
5. Blue
From Ignition Powerstage
This is a power lead for the Ignition. It needs to be extended to a power input, which can be at the fuse panel.  It may be connected at fuse 11, 12 or 13 (or you can use 3, 4 or 5 for 1978 and older 240).  The power should provide 12V to the coil and ignition power stage when the ignition key switch is in the “RUN” position. 

Images of Typical 240 Fuse Panels

1977 240 Fuse Panel

1978 240 Fuse Panel


1984 240 Fuse Panel (typical for 1979-84)


1987 240 Fuse Panel (typical for 1985 and later)

 
This harness is designed to allow the use of a MAF Sensor on EITHER side of the engine bay. It may be placed on the left side for non-turbo or the right side for a turbo.  The MAF wire leads on this harness are designed to be long enough to reach either location. 
This harness wiring colors and connectors are mostly based on a typical 1985-88 240 non-turbo, so it will be almost a direct plug-in under the DASH for those models if you have one.  This harness may be adapted to any year 240, including early 240 models with K-Jetronic injection, any 240 Turbo or any 240 set up for a "+T" conversion. 


QUESTIONS?

What is the difference between LH 2.2 and LH 2.4?
CLICK HERE FOR THIS INFORMATION

How do I know if my injectors are low impedance or high impedance?
If you know they are from a non-turbo Volvo, then they are high impedance. Or you can measure the resistance across the two electrical terminals of the injector. If the resistance is between 1.5 and 4.0 Ohms you have low impedance injectors.  If the resistance is between 8 and 16 Ohms you have high impedance injectors. YouTube Video Here. 
For best results, a set of injectors should be fairly close to each other in an Ohms test.

Great injector info compilation here:  forums.turbobricks.com/26083.
Here are some sites that offers reconditioned injectors and they have a large listing of part numbers to search: www.fuelinjector.citymaker.com, http://injector-rehab.com/shop/Flow_Rates
And here is an extensive table listing of Bosch PN's and flow rates: http://users.erols.com/srweiss/tableifc.htm.

How can I find an alternate fuel injector that will work?
So for example, suppose you currently have "Greentops" (stock B230FT injectors), something like Volvo/Bosch PN 0-280-150-357. If you instead want a high impedance injector alternative to match for this conversion, I have a few listed below.  Stock "Greentops" have a flow of about 28.6 lbs/hour (300 cc/min).  A comparible high impedance alternate can be:
PN 0-280-150-785
"Orangetops" (29 lbs./hour) from a Volvo 5 cylinder 850 turbo.
PN 0-280-150-737/738 (29 lbs/hour) from an Audi/VW 4 cylinder turbo.
PN 0-280-150-218 (29.7 lbs/hour) from a Buick GN or T Type 6 cylinder Turbo.

WILL AN ALTERNATE INJECTOR PLUG IN?
<<<
The EFI electrical connector plugs that are used on all original Volvo 240/700/900 harnesses and on THIS harness are known as Bosch EV1 plugs (photo at left). Volvo changed to a later style Bosch EV6 plug in the late 1990's or early 2000's. When searching for INJECTOR PART NUMBERS you should know that part numbers appearing as X-XXX-150-XXX will all use EV1 plugs. EV6 plugs are found on part numbers appearing as X-XXX-155-XXX.  Here's a link to a comparison page of different connector plugs used: https://www.injectorrx.com/bosch-fuel-injectors.
Why would I buy this conversion harnesses when I can find a used 240 or 740 harness for less money and make my own harness? 
ANSWER:
Because 25-30 year old used harnesses have issues like in this photo. Click here to see more in FAQ 6.


PARTS NEEDED:
What other PARTS will I need for a conversion using this LH 2.2 plus EZK harness? 
If you already have an LH 2.2 240 (1985-88 240 non-turbo), then you can use your own parts that you already have, except for the ignition ICU, because the 240 never came with the ignition ICU used in this conversion.
Also you would need a different fuel injection ECU if you will be adding a turbo.  If your 1985-88 240 will remain non-turbo, then the original fuel injection ECU will be fine.
If you have an earlier 240, you'll need to make sure you have the below parts to complete your conversion.
Dave's Volvo Page does not offer the below parts.
If you can help improve or add to this info, please email.

EZK 117 ICU (Ignition Control Unit) or ICM (Ignition Control Module). Choose your EZ 117 K ICU as a turbo or non-turbo type as appropriate for your turbo or non-turbo conversion. 
<<< This one pictured is PN 0 261 201 012, which is an EZ 117 K ICU from a 1985-89 740 Turbo. 
A Turbo ICU with PN ending in 012 is a known good unit for this conversion using a Turbo engine.
Your source for this can be any 1985-89 740 Turbo.
A non-turbo ICU (PN 0 261 201 011) is a known good non-turbo ignition box. Your source for this can be any 1985-88 740 non-turbo
Be sure to use an EZK 117 ICU. An EZK 116 ICU (made for LH 2.4) is NOT compatible with LH 2.2.

Larger LH and EZK Part Number listings here (Chipping FAQ). Most of the ICUs listed here are EZ 116K (made for LH 2.4 only, so don't mix them up).
And HERE (EZ-117K and EZ-118K Control Units)


LH 2.2 ECU (Engine Control Unit) or ECM (Engine Control Module).
Choose turbo or non-turbo type as appropriate for your conversion.
0 280 000-511 B230F LH 2.2 1985-88 240/740 non-turbo.
0 280 000-544 B230F LH 2.2 1985-87 240/740 non-turbo.
0 280 000-554 B230F LH 2.2 1988 240/740 non-turbo.
0 280 000-541 B230FT LH 2.2 1987-89 740/760 Turbo, 1989 780 Turbo.
0 280 000-591 B230FT LH 2.2 (unknown Turbo).

Larger LH and EZK Part Number listings here (Chipping FAQ). Most of the ECUs listed here are for LH 2.4 only, so don't mix them up.
LH ECU NOTES:
An ECU from an LH 2.2 EGR car should work on a non-EGR car. The reverse may not be true. 

An LH 2.2 Turbo ECU should work in a non-turbo car, however a non-turbo ECU should NOT be used in a turbo car.

LH ECU Reference Info: http://www.nuceng.ca/bill/volvo/database/ecu.htm


240 Ignition Distributor:  Any LH 2.2 compatible 240 distributor may be used.
Notes:  Not all 240 distributors will work. It needs to be made for an LH 2.2 car (1985-88 240).  This distributor will use the side mounted 3-pin rectangular plug as shown here.

The following distributors have been confirmed to work:  Part Numbers ending in 001 (1985 240 non-turbo with LH 2.2), and 004 (unknown year 240 with LH 2.2 240, pictured at left). 

The following distributors will NOT work:
Distributors originally using a WHITE distributor cap, or those with vacuum canisters, which are from 1984 or earlier 240s (with LH 2.0), or 240 Turbos (with a PN ending in 024) or from a later LH 2.4 car (1989-93 240, PN ending in 003).  If you can add to this info, please email me.

Bosch MAF (Mass Air Flow) sensor. Any LH 2.2 MAF from any 1985-88 240 or 1985-88 740 non-turbo or 1989 740 Turbo. PN 0 280 212 007 is a known good part number for LH 2.2 and it can be used for turbo or non-turbo.

Idle Air Valve (any LH 2.2 compatible type).
Note:  If converting from a non LH 2.2 system, then you’ll need an idle valve compatible with LH 2.2, such as PN 0 280 140 501.  This PN ending in 501 seems to be the one to get.  A PN ending in 520 will not work.  Sometimes (not always) you can tell by the color. Gold colored body: it's probably the 501. If it has a silver body, it might be the 520 that will not work.

EZK Ignition Powerstage.  ANY EZ 116 K or EZ 117 K powerstage (from any LH 2.2 or LH 2.4 240 or 740) is fully compatible for this conversion. 
This one pictured is PN 0 227 100 124.

Single Wire Coolant Temp Sender.  This harness uses a ONE WIRE coolant temp sender (for your dash temperature gauge). This is the type of sender normally found on engines in all 240s.  If you have an engine from a 700/900 model, it will have a 2-pole temp sender.  It must be changed to this 1-pole type.

Bosch Knock Sensor. You'll need one that uses a 2-pole plug shown on the left here, not the older single spade Chrysler type.
<<< If you have an engine from an early 240 or 240 Turbo with a B21 or B21FT, you'll need to drill and tap the engine block with the appropriate thread for the knock sensor. The Bosch knock sensor shown above uses an M8 (M8-1.25) bolt. The B21 block will have a blank boss on the intake side where this hole is in this photo.  The depth can be up to 0.86 inch, however I have found 0.5 inch to be sufficient. 

Oil Pressure Sender.  This harness will accommodate ANY Volvo red block oil pressure sender, including an early 1-wire, late 1-wire, or 2-pole sender (such as found in a 240 Turbo that runs an oil pressure gauge).

Fuel Injector Ballast Resistor.  This will be required only if you will be using Low Impedance Fuel Injectors. This harness will accommodate your setup with or without a ballast resistor.

LH 2.2 Fuel System Relay (white Fuel Pump Relay):  PN 3523608.
This is the standard fuel system/fuel pump relay used in all LH 2.2 Volvos.  Using one of these is not required, but this is what you'll use is you want a direct plug and play relay.



These are items below that you might need for your LH conversion.  Many people doing such DIY conversions can find used parts to fill these needs, but if you need new ones, there are some here. 

These optional items are available for purchase in the Harness Parts Page.
OPTIONAL PARTS:
Optional Items Available for installing above LH 2.2 EZ117K Conversion Harness

These items are available for purchase in the Harness Parts Page.

<<< 4-pole Male 3.5 mm Bullet Plug Housing:  This plug already comes on the above 3515364-EZK harness.  It's found near the ECU under the dash.  If you need one for other reasons, here it is.  Housing only, no terminals.
LOCATED HERE
<<< Male 3.5 mm bullet crimp terminals for above.  Terminal will fit up to 14 gauge wire comfortably.  It inserts and locks into above male housing.
LOCATED HERE
<<< 4-Pole Female 3.5 mm Bullet Plug Housing and Female crimp terminals:  This Female Housing will mate with the above Male Housing.  If you have an LH 2.2 car, your car will already have one of these under your dash and you might only need some crimp terminals.  For a Turbo or pre-1985 240, you will need one of these to plug into the above Male 4-pole plug on the EZK harness.  LOCATED HERE
<<< 6.3 mm (.250") Female Terminals (available for two wire sizes) and Insulators.  LOCATED HERE

<<< 6.3 mm (.250") Male Terminals and Insulators.
LOCATED HERE
<<< Waterproof Fuse Holder.  This optional fuse holder may be added to a harness purchase to replace the original non-sealed Volvo fuse holder.  It can also be installed by me on a harness at time of purchase if desired.
LOCATED HERE


Why would you need any optional parts?
Installing this harness in a 1985-88 240 with LH 2.2. 
These are a few items you'll probably need to address for this installation.
--   A Female terminal for a 4-pole 3.5 mm under-dash plug (that you already have), a length of Red/White wire (or whatever color you have, 16-18 gauge will do), and a 6.3 mm (.250") female terminal (insulated or with insulator):  For connection from your 4-pole female plug to a tachometer if needed.
--   6.3 mm (.250") male terminal with insulator, a length of heavy Blue wire (or any color, 12-14 gauge will do), and a 6.3 mm  (.250") female terminal:  For connection from Blue power connection on harness to your fuse panel (for power to coil).
INSTALLATION INSTRUCTIONS WILL HAVE MORE DETAIL.

Installing this harness in a pre-1985 240 or 240 Turbo. 
This installation will need a bit more. 
--   4-pole female 3.5 mm bullet plug housing, four (4) female bullet crimp terminals, lengths of wire in colors: (suggested) Black/Red (16-18 gauge), Red
(16-18 gauge), Red/Yellow (fat, 12-14 gauge), Red/White (16-18 gauge). And three (3) 6.3 mm (.250") female terminals (one with insulator, two without): These will help complete connections from the 4-pole male bullet plug to your fuse panel (and tach if needed).
--   6.3 mm (.250") male terminal with insulator, length of heavy Blue wire (12-14 gauge suggested), and a 6.3 mm  (.250") female terminal (no insulator):  For connecting from the Blue power connection on the harness to your fuse panel.
INSTALLATION INSTRUCTIONS WILL HAVE MORE DETAIL.






Conversion Harness to Add EZK Ignition
to an existing LH 2.2 240 (1985-1988)


240 EZK 117 IGNITION Conversion Harness
(For converting Ignition to EZK)
VERSION #1

Designed for any existing LH 2.2 240 (1985-88). 
This harness allows you to toss your old Chrysler ignition system and instead use the EZK 117 ignition system.
Two versions of this harness are offered.
Version 1:
Ignition Powerstage is placed in the front left corner of the 240 engine bay (same as the original Volvo location).

Version 2:  Ignition Powerstage is placed under the dash. It may be mounted on the firewall or side kick panel. This type of installation has been done many times and there have been no issues with powerstages generating unacceptable heat. 
  


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Use ONLY if shipping is being added separately.

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NEW HARNESS
Made in the Netherlands


NOT currently kept in stock, but may be ordered.
If you order one, manufacturing lead time will be about 3 - 4 weeks.

Email with questions.  CONTACT ME
Version #1 shown below.
Volvo 240 EZK ignition
                                        conversion wire harness.
F U L L   D E S C R I P T I O N
240 EZ 117K
NEW IGNITION CONVERSION HARNESS

VERSION #1
Harness Part Number: 240 EZK Ign Version 1
Price: $150.00 plus shipping
Volvo 240 ignition control unit
                                  (ICU). This is a conversion harness for any existing 240 using LH 2.2 (1985 to 88) or any car using the engine harness for this 240.  These 240s originally came with the undesirable Chrysler ignition system with the fender mounted Ignition Control Unit (photo to the left). This conversion harness is designed to allow you to instead use the more desirable EZ 117 K ignition system.  The EZ 117 K ignition system came in the 740 series during the same years. Your existing main engine harness is not disturbed for this conversion, except for some wire splices under the dash near the ECU.  All connections under the hood are PLUG AND PLAY. This conversion harness is designed to work WITH your existing LH 2.2 system and it serves to bridge the necessary connections to the EZ 117 K ignition system.
This harness comes with a complete set of color diagrams illustrating each circuit and each connector in detail.  These diagrams will guide you though the proper location of each connector. There are up to 6 wires in this new harness that will be spliced into wires in your existing under dash harness near your existing EFI Control Unit.  The diagrams and instructions provided will show all of that in great detail for you.
OVERVIEW OF TYPICAL UNDER-DASH WIRE CONNECTIONS FOR THIS CONVERSION:

Red/White: (Ign Powerstage)  If a tach signal is needed for your tach, extend and connect this wire to the tachometer signal input.  

Blue: (Coil +) Power lead for the coil and power stage. Extend this wire to the fuse panel to provide 12v when the ignition switch is in the “Run” position.  

Black/Red: (ICU) To be spliced into the LH ECU Blue/White wire coming from ECU pin 12. This wire should ONLY be connected if a TURBO fuel injection ECU is being used.  This circuit provides fuel enrichment when knock is detected.  

Gray/Yellow: (ICU)  To be spliced into the LH ECU Gray wire from ECU pin 1.

Orange: (ICU)  To be spliced into the LH ECU Orange wire from ECU pin 3.

Yellow: (ICU)  To be spliced into the LH ECU Yellow wire from ECU pin 24.


Images of Typical 240 Fuse Panels

1977 240 Fuse Panel

1978 240 Fuse Panel


1984 240 Fuse Panel (typical for 1979-84)

1987 240 Fuse Panel (typical for 1985 and later)


What parts will I need for a conversion using this harness?
 
If you already have an LH 2.2 240 ('85-'88), then nothing changes with the fuel system. You will need some EZK compatible Ignition parts below.
If you can help improve or add to this info, please email.
EZK 117 ICU (Ignition Control Unit). Choose your EZ 117 K as a turbo or non-turbo type as appropriate for your conversion.  This one pictured is PN 0 261 201 012 from a 1985-89 740 Turbo.  A Turbo ICU with PN ending in 012 is a known good one.
Non-turbo: PN 0 261 201 011 is a known good non-turbo box. Your source for this can be any 1985-88 740 non-turbo or any 1985-1989 740 TurboIf you can help add more info, please email.

240 Distributor: Your existing distributor is used if you have a 1985-89 240 non-turbo.
Note: If you need to shop for a distributor, you should read this. Not all 240 distributors will work.  An LH 2.2 type will have the side mounted 3-pin rectangular plug as shown here. So get that one.

The following distributor PART NUMBER have been reported to work fine:  Part Numbers ending in 001 (1985 LH 2.2), and 004 (unknown year LH 2.2 240, pictured). 
Distributors from earlier (1983-84) LH 2.0 240s (PN ending in 003) will NOT work. 

EZK Ignition Powerstage.  So far any Ignition Powerstage from any LH 2.2 740 or any LH 2.4 240 or 740 are compatible. Your source can be any 1985 and later 740/940 Turbo or non-turbo or any 1989 and later 240 that uses LH 2.4.

Bosch Knock Sensor. You'll need one that uses a 2-pole plug shown on the left here, not the older single spade Chrysler type..




Conversion Harness to Add EZK Ignition
to an existing LH 2.2 240 (1985-1988) 


240 EZK 117 IGNITION Conversion Harness
(For converting Ignition to EZK)
VERSION #2
Designed for any existing LH 2.2 240 (1985-88). 
This harness allows you to toss your old Chrysler ignition system and instead use the EZK 117 ignition system.
Two versions of this harness are offered.
Version 1:
Ignition Powerstage is placed in the front left corner of the 240 engine bay (same as the original Volvo location).

Version 2:  Ignition Powerstage is placed under the dash. It may be mounted on the firewall or side kick panel. This type of installation has been done many times and there have been no issues with powerstages generating unacceptable heat. 
  


Order Quantity:

Select Shipping Option:
 



Separate Shipping for Harness
Use ONLY if shipping is being added separately.

Select Shipping and "Add to Cart"


Separate Shipping:
 


View Cart or Check Out



NEW HARNESS
Made in the Netherlands


Not currently kept in stock, but may be ordered.
If you order one, manufacturing lead time will be about 3 - 4 weeks.


Email with questions.  CONTACT ME
Version #2 shown below.
Volvo 240 EZK
                                            ignition conversion wire
                                            harness.
F U L L   D E S C R I P T I O N
240 EZ 117K
NEW IGNITION CONVERSION HARNESS

VERSION #2
Harness Part Number: 240 EZK Ign Version 1
Price: $150.00 plus shipping
Volvo 240 ignition control unit
                                    (ICU).  This is a conversion harness for any existing 240 using LH 2.2 (1985 to 88) or any car using the engine harness for this 240.  These 240s originally came with the undesirable Chrysler ignition system with the fender mounted Ignition Control Unit (photo to the left). This conversion harness is designed to allow you to instead use the more desirable EZ 117 K ignition system.  The EZ 117 K ignition system came standard in the 740 series during the same years. Your existing main engine harness is not disturbed for this conversion, except for some wire splices under the dash near the ECU.  All connections under the hood are PLUG AND PLAY. This conversion harness is designed to work WITH your existing LH 2.2 system and it serves to bridge the necessary connections to the EZ 117 K ignition system.
This harness comes with a complete set of color diagrams illustrating each circuit and each connector in detail.  These diagrams will guide you though the proper location of each connector. There are up to 6 wires in this new harness that will be spliced into wires in your existing under dash harness near your existing EFI Control Unit.  The diagrams and instructions provided will show all of that in great detail for you.
OVERVIEW OF TYPICAL UNDER DASH WIRE CONNECTIONS FOR THIS CONVERSION:

Red/White: (Ign Powerstage)  If a tach signal is needed for your tach, extend and connect this wire to the tachometer signal input.  

Blue: (Coil +) Power lead for the coil and power stage. Extend this wire to the fuse panel to provide 12v when the ignition switch is in the “Run” position.  

Black/Red: (ICU) To be spliced into the LH ECU Blue/White wire coming from ECU pin 12. This wire should ONLY be connected if a TURBO fuel injection ECU is being used.  This circuit provides fuel enrichment when knock is detected.  

Gray/Yellow: (ICU)  To be spliced into the LH ECU Gray wire from ECU pin 1.

Orange: (ICU)  To be spliced into the LH ECU Orange wire from ECU pin 3.

Yellow: (ICU)  To be spliced into the LH ECU Yellow wire from ECU pin 24.


Images of Typical 240 Fuse Panels

1977 240 Fuse Panel

1978 240 Fuse Panel


1984 240 Fuse Panel (typical for 1979-84)

1987 240 Fuse Panel (typical for 1985 and later)


What parts will I need for a conversion using this harness?
 
If you already have an LH 2.2 240 ('85-'88), then nothing changes with the fuel system. You will need some EZK compatible Ignition parts below.
If you can help improve or add to this info, please email.
EZK 117 ICU (Ignition Control Unit). Choose your EZ 117 K as a turbo or non-turbo type as appropriate for your conversion.  This one pictured is PN 0 261 201 012 from a 1985-89 740 Turbo.  A Turbo ICU with PN ending in 012 is a known good one.
Non-turbo: PN 0 261 201 011 is a known good non-turbo box. Your source for this can be any 1985-88 740 non-turbo or any 1985-1989 740 TurboIf you can help add more info, please email.
240 Distributor: Your existing distributor is used if you have a 1985-89 240 non-turbo.
Note: If you need to shop for a distributor, you should read this. Not all 240 distributors will work.  An LH 2.2 type will have the side mounted 3-pin rectangular plug as shown here. So get that one.
The following distributor PART NUMBER have been reported to work fine:  Part Numbers ending in 001 (1985 LH 2.2), and 004 (unknown year LH 2.2 240, pictured). 
Distributors from earlier (1983-84) LH 2.0 240s (PN ending in 003) will NOT work. 
EZK Ignition Powerstage.  So far any Ignition Powerstage from any LH 2.2 740 or any LH 2.4 240 or 740 are compatible. Your source can be any 1985 and later 740/940 Turbo or non-turbo or any 1989 and later 240 that uses LH 2.4.
Bosch Knock Sensor. You'll need one that uses a 2-pole plug shown on the left here, not the older single spade Chrysler type..






LH 2.4 plus EZK Full Conversion Harness

240 -  LH 2.4, EZK 116  (2.64 kg) bos225e
FULL Conversion Harness

For any year 240 non-turbo or Turbo or +T conversion. Use any Bosch style Fuel Injector. 

This harness is designed to allow the use of a MAF Sensor on EITHER side of the engine bay. It may be placed on the left side for non-turbo or the right side for a turbo.  The MAF wire leads on this harness are designed to be long enough to reach either location. 
 


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NEW HARNESS
Made in the Netherlands

LHD harness shown here. RHD version is also available as a special order.

IN STOCK.
If this becomes out of stock, you may still order. Manufacturing lead time will be about 3 - 4 weeks.


Email with questions.  CONTACT ME

   CLICK PHOTO FOR LARGER IMAGE
Volvo 240 LH 2.4 plus EZK
                                        full conversion harness.



F U L L   D E S C R I P T I O N
LH 2.4 plus EZ 116 K
FULL CONVERSION ENGINE HARNESS
This is a conversion harness to convert ANY 240 to LH 2.4. It connects to both the engine and ignition points under your hood AND to the engine control modules under your dash. It is designed to use LH 2.4 fuel injection and EZ116K ignition components. An EZK ignition originally came in a 700 series, not in a 240. Volvo put a less desirable Chrysler ignition in the 240 made before 1989. This harness allows you to use the EZK ignition parts.
This is a perfect complement for someone planning to update a K-jet car or install a later turbo or non-turbo Volvo 4 cylinder into an earlier 240.
Harness Part Number: LH2.4-EZKconversion
Price: $369.00 plus shipping.

This conversion harness is designed to be used with ANY Bosch style fuel injector.
1.   For Low Impedance Injectors (low-Z or peak and hold type), which were original in Volvo 700/900 TURBOs, there is now a plug on the harness where you can plug in a Ballast Resistor (any standard Volvo 700/900 type resistor pack will be fine).  Standard fuel injectors found in any 700/900 TURBO may then be used.

2.
For High Impedance Injectors (high-Z or saturated type), which were originally used in Volvo non-turbos, this harness will work as is with no changes.





An extensive 16 page instruction guide for this harness may be viewed here (1mb PDF):
Updated 03/20/20
https://www.davebarton.com/pdf/HarnessLH2.4EZK.pdf


Everything under the hood is a direct PLUG and PLAY.
There are a few wires under the dash that will need connecting. That number depends on how old your 240 is, but it can be up to 10 wires.
Complete and detailed instructions are included. 


UNDER-DASH WIRING GUIDE
WIRE
ORIGIN
CONNECTION UNDER DASH
A1. Red/Gray
From ECU
This wire brings input to your ECU from the AC relay pin D+/61 or AC control switch (Red/Gray).  It allows the ECU to compensate the idle speed when AC is activated.

A2. Green
From ECU
This wire brings input to your ECU from the AC compressor. It tells the ECU that your AC compressor is engaged. It’s used to keep the idle speed stable when compressor starts.

B1. Blue
From ECU, ICU
This wire gets connected to switched power from the ignition switch Terminal 15 (any 12v circuit with Ignition Switch in the “RUN” position). This power source may usually be tapped from the back side of fuse 11, 12 or 13 for (or fuse 3, 4 or 5 for 1978 and older 240). This circuit may be combined with wire B3.

B2. Red/Yellow (fat)
From Fuel Relay
This is the output from the Fuel Pump Relay to supply power to the fuel pumps.  This wire should be connected at the fuse panel to the INPUT side of the fuse for the in-tank fuel pump or fuel pumps.  You can choose this fuse as follows: 1979 -84: Fuse 5. 1985 and later: Fuse 4. For pre-1979, you can choose any fuse that is not currently being used, such as fuse 10, or install an in-line fuse and then connect to pump. 
Click here for the Fuel Pump Relay Page to see useful 240 Fuel Pump Relay Diagrams.

B3. Blue (fat)
From Coil+
This wire gets connected to switched power from ignition switch Terminal 15 (any 12v circuit with Ignition Switch in the “RUN” position). This source may usually be tapped from the back side of fuse 11, 12 or 13 (or fuse 3, 4 or 5 for 1978 and older 240). This circuit may be combined with wire B1.

B4. Black/Blue
From ECU
This wire gets connected to the Speedometer Pulse Output Signal on the back of an electric speedometer, pin 31/6 (in the round plug).  This signal is produced by an LH 2.4 compatible speedometer when it's connected to the Vehicle Speed Sensor (VSS) in the differential.
For questions about workarounds concerning this for EARLIER 240s CLICK HERE.

B5. Violet
From ECU
This wire may be connected for the Shift Light if desired for a manual transmission car. It goes to pin 34 of an LH 2.4 compatible instrument cluster.

B6. Pink/White
(2 wires)
From ECU, ICU
Check Engine Light (CEL). This wire is connected to pin 235 of an LH 2.4 compatible instrument cluster to provide the circuit for the CEL, if it's desired. 
B7. Pink
From ECU
This wire supplies the ECU with momentary power when the starter is engaged.  If used, connect this wire to the starter solenoid circuit. The starter solenoid circuit is the Blue/Yellow wire in the 8-pole firewall plug. It may also be traced to a convenient location under the dash.

B8. Red/White
From Ignition Powerstage
Output to tachometer lead if needed.  If a tach signal is needed for your tach, you may connect this wire to your tach input spade.


Images of Typical 240 Fuse Panels

1977 240 Fuse Panel

1978 240 Fuse Panel


1984 240 Fuse Panel (typical for 1979-84)

1987 240 Fuse Panel (typical for 1985 and later)


This harness may be used to convert any 240 to LH 2.4 plus EZK ignition, including any early 240 models with K-Jetronic, Turbo or "+T" conversions as well as any other 240 made from 1975 or later. 

It uses wire colors and diagram configurations similar to the 1990 240. 

This harness is designed to allow the use of a MAF Sensor on EITHER side of the engine bay. It may be placed on the left side for non-turbo or the right side for a turbo.  The MAF wire leads on this harness are designed to be long enough to reach either location. 

LHD or RHD?: 
This default harness is made for LHD (left hand drive) cars, however a RHD (right hand drive) harness may be made if needed.


QUESTIONS?

What is the difference between LH 2.2 and LH 2.4?
The timing maps for LH 2.4 are more advanced than LH 2.2.  LH 2.4 will allow for up to 100% fuel injector duty cycle.  LH 2.2 will not.

LH 2.4 has built in OBD (On Board Diagnostic) which can makes fault tracing a little easier than LH 2.2, which has no such item.

LH 2.2 uses a MAF with a CO adjustment screw for fine tuning. The MAF for LH 2.4 has no external adjustment.

LH 2.2 has adjustable idle speed and ignition timing.  LH 2.4 idle speed and timing is not adjustable externally.

LH 2.2 uses a Hall sensor in the ignition distributor to read engine speed. 
LH 2.4 uses a Crank Position Sensor (CPS) mounted on the back of the block above the flywheel (or above the flex-plate for an auto transmission). The CPS reads engine speed and transmits a signal to the ECU. The CPS is considered to be more accurate. Adding a compatible flywheel or flex-plate is required if you're fitting LH 2.4 to an earlier 240..

LH 2.4 is designed to receive an input signal from a LH 2.4 compatible electronic speedometer (1989-93). The speedometer also should receive an input signal from a Vehicle Speed Sensor (VSS) in the differential. Such a differential came in 1986-93 240s.
There are some workarounds for an earlier car using LH 2.4 without the typical VSS signal CLICK HERE.
LH 2.2 has no need or provision to receive a VSS signal, making it a more simple option for an early 240. 

If the car is to be turbocharged, LH 2.2 uses an external overboost switch connected to the intake manifold that reads boost pressure in the same manner the 240 Turbo did. The overboost switch will cut power to the fuel pump relay when it reaches its set point.
LH 2.4 doesn't use any external overboost switch. LH 2.4 can regulate an overboost fuel cut function using a signal from the MAF. The MAF generates a voltage signal based on air flow. When it reaches a programmed threshold, it will introduce fuel cut protection. The factory threshold is believed to be about 5.1v. with a boost limit around 12-13 psi. Workarounds are possible for higher boost options. One involves using a diode across two of the MAF wires. Or an option can be switching to a larger MAF from a 960. Plus some LH 2.4 ECUs can be reprogrammed or "chipped. 

Where can I find the pin-out functions for LH 2.4 and EZK 116 control units?
Pin functions and many other things about LH 2.4 and EZK can be found here: https://ipdown.net/jetronic.info/tiki-index.php?page=LH2.4%20Pinouts%20and%20Diagrams

How can I have my LH 2.4 ECU Chipped?
Here's a good place to start.  CHIPPING FAQ: http://forums.turbobricks.com/showthread.php?t=84817

How do I know if my injectors are low impedance or high impedance?
You can measure the resistance across the two electrical terminals of the injector. If the resistance is between 1.5 and 4.0 Ohms you have low impedance injectors.  If the resistance is between 8 and 16 Ohms you have high impedance injectors. YouTube Video Here.  A set of injectors should be fairly close to each other in an Ohms test for consistency.

Great injector info compilation here:  forums.turbobricks.com/26083.
Here are some sites that offers reconditioned injectors and they have a large listing of part numbers to search: www.fuelinjector.citymaker.com, http://injector-rehab.com/shop/Flow_Rates
And here is an extensive table listing of Bosch PN's and flow rates: http://users.erols.com/srweiss/tableifc.htm.

How can I find an alternate fuel injector that will work?
So for example, suppose you currently have "Greentops" (stock B230FT injectors), something like PN 0-280-150-357.  You may use those injectors (or any low impedance injector) for this conversion without any issues as long as you plug in a fuel injector ballast resistor.

On the other hand, suppose you want to use a high impedance alternative for this conversion harness on a turbo car. That's possible also with this harness.  You'll find that the stock "Greentops" have a flow of about 28.6 lbs/hour (300 cc/min).  A comparible alternate can be:
PN 0-280-150-785
"Orangetops" (29 lbs./hour) from a Volvo 5 cylinder 850 turbo.
PN 0-280-150-737/738 (29 lbs/hour) from an Audi/VW turbo.
PN 0-280-150-218 (29.7 lbs/hour) from a Buick GN V6 Turbo.
Lots of alternatives.

The EFI electrical connector plugs that are used on all Volvo 240/700/900 harnesses and on THIS conversion harness are known as Bosch EV1 plugs (photo at left). Volvo changed to a later style Bosch EV6 plug in the late 1990's or early 2000's. When searching for part numbers you should know that part numbers for fuel injectors appearing as X-XXX-150-XXX will all use EV1 plugs. EV6 plugs are found on part numbers appearing as X-XXX-155-XXX. Here's a comparison page of different connector plugs used: https://www.injectorrx.com/bosch-fuel-injectors.
Why would I buy this conversion harnesses when I can find a used 240 or 740 harness for less money and make my own harness? 
ANSWER: Because 25 year old used harnesses have issues like in this pic.
Click here to see more in FAQ 6.
Do you need to use a
Later Type LH 2.4 Compatible Speedo or Instrument Cluster
and/or a Vehicle Speed Sensor (VSS) in the rear end?
 

This section concerns the need (or option) to connect the B4 Black/Blue wire (CLICK HERE to see) to an LH 2.4 type speedometer (with a Speedo Pulse Output Signal).  For this signal to be valid, it would mean that the speedo has been connected to a Vehicle Speed Sensor (VSS) in the rear differential. This signal tells the ECU whether the car is moving or not and it helps the fuel system to know when it should cut fuel during deceleration and how the idle should be maintained.

This conversion harness is wired to accept this Speedometer Pulse Output Signal if you have it, but if you have a 240 made before electronic speedometers were introduced, then you don't have a rear differential with a VSS. You are presented with some choices. 

It may not be required to have a rear differential with a VSS, but there will be some trade-offs if you don't.
Options . . . .
1. Install a later rear differential and use a later LH 2.4 speedometer.
2.  Use a throttle body with an adjustable idle stop and delete the LH 2.4 idle valve (this will probably cause idle behavior issues during temperature variances).

3. Use a cruise control pickup from cable speedometer with a modified PCB from an electronic speedometer.
4.  Add an aftermarket 3-wire hall effect sensor with a bracket to read the driveshaft pulses.
5.  Use a Dakota Digital converter or pulse generator to provide the needed signal.
Here are some discussions on this with some suggested work-arounds:
https://forums.turbobricks.com/showthread.php?t=342812
https://forums.turbobricks.com/showthread.php?t=229965
https://forums.turbobricks.com/showthread.php?t=275547
https://forums.tbforums.com/showthread.php?p=4988923
 https://forums.turbobricks.com/showthread.php?t=230013
http://forums.turbobricks.com/showthread.php?t=353616
 
If you can help add to this info, please email.


PARTS NEEDED:
What PARTS will I need for an LH 2.4 plus EZK conversion using this harness? 
If you already have a 240 with LH 2.4 (any 1989-93 240), then you can use your existing parts.
You should also change your fuel injection ECU to a turbo ECU if you will be doing a turbo car.
If you have an earlier 240, you'll need to consider acquiring the below parts that will need to be present to use this LH 2.4 plus EZK conversion harness.

NOTE: Late 240s with manual transmissions reportedly had LH 3.1.
LH 3.1 parts are not compatible.
And some late 740/940 non-turbo cars came with Regina EFI. Regina parts are not compatible.


EZK 116 ICU (Ignition Control Unit). EZ 116 K was used in all LH 2.4 equipped 240s and 700/900 models. 
This one pictured is PN 0 227 400 146.

It's recommended that you choose turbo or non-turbo type as appropriate for your car.

Be sure to use an EZK 116 ICU. An EZK 117 ICU (made for LH 2.2) is NOT compatible with LH 2.4.
EZ 116 K ICU PART NUMBERS
NON-TURBO EZK ICU
0 227 400 119
0 227 400 140
0 227 400 146
0 227 400 147 - found in late model 740 16v.
0 227 400 152
0 227 400 169
Larger LH and EZK Part Number listings here (Chipping FAQ).
TURBO EZK ICU
0 227 400 117
0 227 400 149 - EGR.
0 227 400 159
0 227 400 207 - 940 95-96 automatic, EGR ("Gold Box").
0 227 400 208 - found in late model 960 16v turbo.
0 227 400 209 - EGR.
0 227 400 214 - 940 93, EGR.
0 227 400 219 - 940 95-96 manual, EGR.
Larger LH and EZK Part Number listings here (Chipping FAQ).


LH 2.4 ECU (choose turbo or non-turbo as appropriate).
<<< This one pictured is PN 0 280 000 951 from a 1989 740 GLE (non-turbo).
TURBO NOTE: A Turbo LH 2.4 ECU should work in a non-turbo car, however a NON-TURBO LH 2.4 ECU should NOT be used in a TURBO car.
EGR NOTE: An ECU from an LH 2.4 EGR car should work on a non-EGR car. The reverse may not be true.  
Reference: https://forums.turbobricks.com/showpost.php?p=364479&postcount=6
More info on matching an ECU to an EZK box:
https://www.forums.turbobricks.com/showthread.php?t=234705
https://forums.turbobricks.com/showthread.php?p=364479
https://www.forums.turbobricks.com/showthread.php?t=295363
LH 2.4 Fuel ECU PART NUMBERS
LH 2.4 NON-TURBO FUEL ECU
0 280 000 549
0 280 000 561
0 280 000 562 - EGR
0 280 000 571
0 280 000 590
0 280 000 594
0 280 000 911
0 280 000 928
0 280 000 934
0 280 000 935
0 280 000 936
0 280 000 943
0 280 000 946
0 280 000 949
0 280 000 951

0 986 261 104
0 986 261 738
0 986 261 746 - EGR
0 986 261 751
0 986 261 758
0 986 261 760
0 986 261 805
0 986 261 807
0 986 261 811
0 986 261 812
0 986 261 817

0 986 262 700
0 986 262 704
0 986 262 712
0 986 262 713
LH 2.4 TURBO ECU
0 280 000 560 - EGR
0 280 000 563
0 280 000 578
0 280 000 596
0 280 000 597
0 280 000 926
0 280 000 932
0 280 000 937
0 280 000 939 - EGR
0 280 000 950
0 280 000 954
0 280 000 962
0 280 000 967
0 280 000 977
0 280 000 979
0 280 000 980
0 280 000 981
0 280 000 983
0 280 000 984
NOTE: This 984 ECU is known as the "immobiliser" ECU. It normally requires the correct 984 harness AND the correct key to start the car. You will have difficulty otherwise. This ECU can work if the chip is replaced with an aftermarket tuned chip.

0 986 261 754
0 986 261 763

0 986 262 702
0 986 262 705
0 986 262 706
0 986 262 707
0 986 262 708
0 986 262 709
0 986 262 711
0 986 261 744 - EGR
0 986 261 762
0 986 261 809
0 986 261 813
0 986 261 814
LH ECU and EZK ICU Reference Information below:
http://www.nuceng.ca/bill/volvo/database/ecu.htm
Large Volvo LH 2.4 Listings

240 Distributor (any LH 2.4 compatible type from a 1989-93 240). Compatible Part Numbers: 0 237 523 003, 0 237 520 004.

Bosch MAF sensor (AMM). LH 2.4 uses PN 0 280 212 016, which will be compatible for turbo or non-turbo.  This MAF is found on any 1989 and later 240 (with LH 2.4) or any 1990 and later 740 Turbo or any 1989 or later 740/940 non-turbo (with LH 2.4 of course).


Idle Air Valve (any LH 2.4 compatible). 
This one pictured is PN 0 280 140 516 from any 1989-93 240 (with LH 2.4) or any 1989 and later 740 Turbo or and 1990 and later 740/940 non-turbo (with LH 2.4 of course). 

NOTE: Many late 240s with manual transmissions were equipped with LH 3.1.
Some late 740/940 non-turbo cars came with Regina EFI.

EZK Ignition Powerstage.  ANY powerstage from EZ 116 K or EZ 117 K (from any LH 2.2 or 2.4 car) is compatible for your conversion.  It will work for a turbo or non-turbo conversion. 
This one pictured is PN 0 227 100 124.

Single Wire Coolant Temp Sender.  This harness uses a ONE WIRE coolant temp sender (for your dash temperature gauge). This is the sender normally found on engines in 240s.  If you have an engine from a 700/900 model, it will have a 2-pole temp sender.  It must be changed to this 1-pole type.

Bosch Knock Sensor. You'll need one that uses a 2-pole plug shown on the left here, not the older single spade Chrysler type. 
<<< If you have an engine from an early 240 or 240 Turbo with a B21 or B21FT, you'll need to drill and tap the engine block with the appropriate thread for the knock sensor. The Bosch knock sensor shown above uses an M8 (M8-1.25) bolt. The B21 block will have a blank boss on the intake side where this hole is in this photo.  The depth can be up to 0.86 inch, however I have found 0.5 inch to be sufficient. 

Oil Pressure Sender.  This harness will accomodate ANY redblock oil pressure sender, including an early 1-wire, late 1-wire, or 2-pole sender (such as found in a 240 Turbo).

Fuel Injector Ballast Resistor.  This will be required only if you will be using Low Impedance Fuel Injectors.

LH 2.4 Fuel System Relay (white Fuel Pump Relay):  PN 3523608.
This is the standard fuel system/fuel pump relay used in all LH 2.4 Volvos.  Using one of these is not required, but this is what you'll use is you want a direct plug and play relay.

LH 2.4 Compatible Flywheel or Flexplate, CPS.  LH 2.4 requires the use of a Crank Position Sensor (CPS) (Volvo PN 271949, 3547847, 1389399). This conversion harness is design for this sensor. This means you must have an LH 2.4 type flywheel (if using a manual transmission), or an LH 2.4 type flexplate (if using an automatic transmission).  The top-rear of your engine (where the transmission bell housing is) should also accept a Crank Position Sensor bracket or it should be modified to do so if not already equipped (modification info below).


If you have an engine that did not originally use a Crank Position Sensor, here is some information you can use if you need to modify your engine block. The original CPS mounting bracket is Volvo PN 3507510 and it is reportedly NLA as a new part. It can be found as a used part.  
The CPS bracket is mounted using M6 (M6-1.0) thread bolts, so you will need to drill and tap for M6 bolts. If you're drilling an un-drilled block, the holes should be centered between the top transmission mounting holes, 1.575 inch (40 mm) apart. Depth may be up to ~0.9 inch (about 23 mm). 

There are some other similar CPS brackets used on other Volvos that you will see on-line when searching. These will appear to be nearly the same. It is unknown if any of those can be used or modified to work. 
If anyone knows about this, please email. 




OPTIONAL ITEMS TO THINK ABOUT
<<< This is an Ostrich 2.0 Emulator. It can be found at: http://www.moates.net/. This device gives you the ability to tune your LH 2.4 ECU infinitely.

<<< This pic: Here's one mounted on an LH 2.4 ECU being used with THIS conversion harness and a B230FT.  This customer is using this device to allow him to create live tuning for his LH 2.4 system. He uses TunerPro RT on a laptop to emulate a tune to the Ostrich. The Ostrich has a lead to a chip that replaces the stock chip in your LH 2.4 ECU. After completing your tune, you emulate it one last time and then disconnect the laptop. 

Comprehensive installation info: http://ipdown.net/jetronic.info/tiki-index.php?page=Ostrich+Install

More info can be found at: https://forums.turbobricks.com/showthread.php?t=227153 (fairly current thread with some broken images).



These are a few connectors you might need for your LH conversion.  Many people doing such DIY conversions can find parts like this to fill these needs. If you need some, I offer them. 

These optional items are available for purchase in the Harness Parts Page.
Optional Items Available for helping to install above LH 2.4 EZ116K Conversion Harness

These items are available for purchase in the Harness Parts Page.

6.3 mm (.250") MALE terminal insert.
10 of these will be needed for the 2-pole Male Plug and 8-pole Male Plug needed to connect to this harness.  LOCATED HERE

2-Pole Plug Housing for above 6.3 mm (.250") MALE terminal.
One of these will be needed to match the 2-pole Female Plug on this harness.
LOCATED HERE
8-Pole Plug Housing for above 6.3 mm (.250") MALE terminal.
One of these will be needed to match the 8-pole Female Plug on this harness.
LOCATED HERE
<<< 6.3 mm (.250") Female Terminals (available for two wire sizes) and Insulators. 
LOCATED HERE
<<< Waterproof Fuse Holder.  This optional fuse holder may be added to a harness purchase to replace the original non-sealed Volvo fuse holder.  It can also be installed by me on your harness at time of purchase if desired.
LOCATED HERE




740 MAF Relocation Conversions


740
MAF Conversion / Relocation Harness.
If you are converting your 740 to a +T, you may move your MAF from the non-turbo side to the turbo side
100% plug-in harness. No cutting or splicing.

Fits 1990-91 Volvo 740 non-turbo (with LH 2.4)
(Other years are possible. Please email)
 
Order Quantity:

Select Shipping Option:
View Cart or Check Out




Separate Shipping for Harness
Use ONLY if shipping is being added separately.

Select Shipping and "Add to Cart"


Separate USA Shipping:

View Cart or Check Out


NEW HARNESS
Made in the Netherlands


Not currently in stock.
Available to Order

Manufacturing lead time is about 3-4 weeks.
Full instructions for installation included.
So far I have only developed this conversion for the 1990 and 1991 740 non-turbo with LH 2.4. 

If you have questions or you're interested in something like this for a different year/model, email me.
CONTACT


bos14e



 
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