what is the best setup for a stock 914 2.0L motor
1 fuel injection
2 single 2 barrel webber
3 duel 2 barrel webber
what are the pros and cons
the best overall proformance
Thanks
Mark
IMHO the stock fuel injection is far superior than carbs, whole bunch less hassle. Of course this is based on the fact the fuel injection has been maintained and works like it is was desiged, and has not been messed with buy someone how does not know to tweek it.
mike
Not a fan of stock injection here... But I like to cut and modify everything I see..
Dual carbs or Aftermarket injection..
Carbs are not a hassle if you understand tham and can tune them and primarily set them up right initially... Thats the main reason why people don't have good luck with carbs because they are not set up right..
it's "dual"
it's "Weber"
it's a very complicated subject that can't be covered in one thread on ANY forum.
each has its place, its pro's and con's, must be properly matched to the engine, cost is always a factor, and legality (emissions or competition class rules) sometimes is.
there are dozens of excellent books and articles that cover all this stuff in the depth it requires.
oh - welcome to the club !
Stock FI in good condition is much nicer than dual carbs any day. Car runs better, starts instantly, good cold running etc....
Carbs are for modified engines.....
Aftermarket EFI is good too but costly.
Geoff
I think this is a very personal thing. In the last year I have spent over $1,000.00 on parts and almost that much on tools for the D-Jet. I have also scraped an L-Jet system for dull singel 40 Solex sorta like the factory. If you understand carbs stick with them, if you like the D-Jet or L-Jet and you understand them, Its Your Thing, Do What You Wanna Do.
Joe
stock cam, stock FI
aftermarket cam, go carbs
other posts have valid points based on there experiences. I never go with what I know, allways taking the unknown path. Now I understand D-Jet and L-Jet
The single-carb setups work well as paperweights... Not as any way to get air and fuel into a 914 engine.
--DD
Dave: VW did things for a reason. I would be happy to have you drive the Solex Twin singel carbed car at the Wild West Classic. You may change your mind about paper weights.
Joe
QUOTE (Joe Sharp @ Mar 25 2005, 06:33 PM) |
Dave: VW did things for a reason. I would be happy to have you drive the Solex Twin singel carbed car at the Wild West Classic. You may change your mind about paper weights. Joe |
QUOTE (Bleyseng @ Mar 25 2005, 06:45 AM) |
Stock FI in good condition is much nicer than dual carbs any day. Car runs better, starts instantly, good cold running etc.... Carbs are for modified engines..... |
I Webers on my track car are great (40IDA3C on a 2.7)!
The fuel injection on my daily is great (Motronic on a BMW M5)!
... everything has it's time and place.
If I could just get the 260hp of the daily driver into the 914/6 without breaking the bank (or the weight savings ... the M5 motor weighs about 550lb!)
Eddie
This is an interesting thread. I have a similar question. How flexible is D-Jet. I know not very, but how bad. I'm looking to replace the intake, headers and exhust on my stock '75 2.0. Will I see any performance gains without messing with the D-Jet? Any idea how much?
--G
QUOTE (D-Jet @ Mar 25 2005, 05:53 PM) |
Will I see any performance gains without messing with the D-Jet? |
QUOTE |
. I'm looking to replace the intake, headers and exhust on my stock '75 2.0 |
QUOTE |
I'm looking to replace the intake, |
AA?
http://www.autoatlanta.net/record_detail.lasso?-database=AAdatabase&-UserName='public'&-Password='public'&-layout=Items&-KeyField=__Record_ID__&PartNumber=RMB34295&-Session=ShopCart:45E6D29A07ef933D75WRT2A53313&-Search
Perhaps intake isn't the correct term. Air filter?
--G
D-Jet: I have the engine you are asking about. 2056 with 9.0 CR, Ported, Web 107i cam, balanced and a lightened flywheel. I'm in the middle of adjusting the MPS. Unless you are an experinced engine builder I would Not recomend messing around with D-Jet or the MPS.
Someone on this board did a test on the D-Jet air box and engine bay temps. I think it was Demick. Not sure. I think the title was " 4HP for $4" Much cheaper and real results.
Joe
Attached image(s)
QUOTE (Joe Sharp @ Mar 25 2005, 07:09 PM) |
D-Jet: I have the engine you are asking about. 2056 with 9.0 CR, Ported, Web 107i cam, balanced and a lightened flywheel. I'm in the middle of adjusting the MPS. Unless you are an experinced engine builder I would Not recomend messing around with D-Jet or the MPS. Joe |
I was getting 95rwhp or about 110-115 at the flywheel with a 2056cc motor. 42x38 valves,ported heads, bursch muffler and I tuned the Djet.
Makes for a quicker 914...
Geoff
Geoff's is complete and its been on a dyno. I would only be hopeful to get that good of results.
Joe
110-115? Nice. That sounds awesome. Not that it's relevant, but my name is Geoff also. “G”s of the world UNITE!
--G
Hey Geoff...(the new one, )
thought about putting an SVT focus motor into a 914??
Cool engines, tons of potential with them
geoff's used to be complete. now it's completely apart for a displacement increase.
k
Hack up my Focus? For the moment I'm just looking for a little extra kick. Down the road I'll be looking for a lot more power. A big boxer-4 sounds so right. Though if I (like most) can find a nice boxer-6. . .
--G
Jake is the experienced type 4 engine builder and can help you out with anything you can afford up to a 3L type 4. Up to a 2056 is manageable with stock FI. Larger, then aftermarket FI seems to be the way to go. FI can easily compensate for very low temperatures and large altitude changes.
G--- Come on down and look at my D-Jet project, D-Jet. Its taken me a little over a year and I'm getting excellent results. All or the Gurus are up north, But they watch what we are doing, and are not affraid to correct us.
Joe
Cool, thanks for the offer.
On average, how much do aftermarket FI systems cost?
--G
an average may not be as helpful as you'd like...
the MegaSquirt is in the $350 range if you're the handy type and can handle light fabrication and assembling a circuit board. assembled units are available if you don't mind paying for someone else's time. fancy throttle bodies add to the cost and performqance potential but aren't needed for a stock-ish engine.
at the upper bound are systems like the Haltech and Motec that can hit $10k with all the bells and whistles - that includes stuff like data acquisition, fuel and spark management, forced induction...
so it's more like tiers. entry-level stuff (that is far more capable than the best the factories were able to do 40 years ago...) under $1000. more sophisticated systems like the Kit Carlson, ready to go for under $2000. and the pro-grade racing-ready stuff for under $10,000.
QUOTE (Joe Sharp @ Mar 25 2005, 05:33 PM) |
Dave: VW did things for a reason. I would be happy to have you drive the Solex Twin singel carbed car at the Wild West Classic. You may change your mind about paper weights. Joe |
Powered by Invision Power Board (http://www.invisionboard.com)
© Invision Power Services (http://www.invisionpower.com)