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914World.com _ 914World Garage _ upgrading to 2056
Posted by: jesse7flying Sep 29 2017, 11:40 AM
I've tried doing some research so I wouldn't ask too many stupid questions, but here goes. I acquired a 1.8L engine that had dropped a valve. My plan is to upgrade the guts to make a 2056 out of it. I've bought a 2.0L crank and rods (thks Dominic) to put in the "new" engine as recommended by Jake Raby in some older posts. The thing Raby does not address (unless I missed it, very possible) is what do I do about a cam? It seems like Raby's default position is to use carbs, but I would like to go with the FI system. Does that mean that I need to source a FI system from a 2.0L motor including the MPS, AFR, ECU, injectors, etc, or is anything off a 1.7 or 1.8L motor usable in this case? Once I have a list of items to buy, I will place a WTB ad in the forum, but any suggestions to point me in the right direction would be very much appreciated.
Regards--Jesse
BTW, I did not mention that I'm trying to do this upgrade as cheaply as I can, but I don't want to be stupid about it, lol.
Posted by: mgphoto Sep 29 2017, 11:51 AM
Your L-Jet on the 1.8 is a very good candidate for a 2056.
Raby has a cam kit for FI. Doesn't have to be D-Jet
Posted by: 914 7T3 Sep 29 2017, 12:50 PM
I'm far from an expert on this, but will be doing a 2056 on my car, but its already a 2.0.
The upgrade is to 96mm pistons and I will leave the original cam so I can run with the existing D-Jet. It will not be optimizing the power availalbe with a hotter cam to do it this way, but it will bring it up 10% or 9-10 HP and that's enough for me on a stock car.
Hope this helps.
Posted by: jim_hoyland Sep 29 2017, 01:00 PM
I just upgraded my ‘75 L-Jet to 96mm P/C’s with 2L crank. The TB was also replaced with the larger Vanagon 2.1 TB - a direct fit. Also use a Mallory Unilite distributed (NLA)
The only thing I didn’t do (yet) is to install the Tangerine exhaust
Posted by: dlee6204 Sep 29 2017, 01:01 PM
Your L-Jet on the 1.8 is a very good candidate for a 2056.
Raby has a cam kit for FI. Doesn't have to be D-Jet
I would stick with LJet
Posted by: jesse7flying Sep 29 2017, 02:07 PM
Should have mentioned that the 1.8 came with no FI at all. Sounds like folks like the L-jet system. Will a stock 2.0L cam work for this set up? I understand that if I use the existing 1.8 heads with the stock valves, I can get a better low end response at the cost of high RPM performance and I'm OK with that if that will keep my costs down. I can see 96mm P/C in my future. Keep 'em coming guys. Thx.
Posted by: jim_hoyland Sep 29 2017, 04:08 PM
Your L-Jet on the 1.8 is a very good candidate for a 2056.
Raby has a cam kit for FI. Doesn't have to be D-Jet
I would stick with LJet
Definitely stick with an L-Jet. You can pick up all the parts with a WTB ad in the classifieds. Plus, there are threads here that help understand the issues.Posted by: 914_teener Sep 29 2017, 06:29 PM
Either system is fine.
They just work differently.
Whatever you decide, either learn as much as you can about either or find someone that does.
The former is probably the path of least resistance.
Get or get a hold of an AFM meter when you are ready tp tune it after break in.
Posted by: jeffdon Sep 29 2017, 09:54 PM
I just upgraded my ‘75 L-Jet to 96mm P/C’s with 2L crank. The TB was also replaced with the larger Vanagon 2.1 TB - a direct fit. Also use a Mallory Unilite distributed (NLA)
The only thing I didn’t do (yet) is to install the Tangerine exhaust
what cam are you running. I thought any mods to the cam, pistons, etc, meant going to carbs?
Posted by: jim_hoyland Sep 30 2017, 09:02 AM
I just upgraded my ‘75 L-Jet to 96mm P/C’s with 2L crank. The TB was also replaced with the larger Vanagon 2.1 TB - a direct fit. Also use a Mallory Unilite distributed (NLA)
The only thing I didn’t do (yet) is to install the Tangerine exhaust
what cam are you running. I thought any mods to the cam, pistons, etc, meant going to carbs?
I believe it’s a stock cam; it wasn’t changed with the recent upgraded. But about 15 years ago the Motor was rebuilt and it might have been replaced. In any case the car feels very strong and the engine runs very smooth in all conditions
Posted by: jesse7flying Sep 30 2017, 11:50 AM
Jim,
Just so I understand, you say you upgraded your '75 L-Jet to 96mm P/C and a 2L crank. Was it a 1.8L to begin with? The stock cam you mention, was that a stock 1.8L cam or a 2.0L cam? Was there a reason for using a Vanagon TB instead of the 2.0L TB? Just want to make sure I understand the baseline condition and not assume anything. Thanks for the help.
Jesse
Posted by: 914_teener Sep 30 2017, 11:57 AM
Jim,
Just so I understand, you say you upgraded your '75 L-Jet to 96mm P/C and a 2L crank. Was it a 1.8L to begin with? The stock cam you mention, was that a stock 1.8L cam or a 2.0L cam? Was there a reason for using a Vanagon TB instead of the 2.0L TB? Just want to make sure I understand the baseline condition and not assume anything. Thanks for the help.
Jesse
My understanding of the stock camshafts are that they are all the same lift and duration. I could be wrong be I am pretty sure that is the case.
Posted by: Mueller Sep 30 2017, 05:16 PM
I put LJet on a stock 2.0 and never had problems. Putting Ljet on my current 1.8 I am putting back together. It was Djet. Installing slightly hotter cam.
Posted by: jim_hoyland Sep 30 2017, 05:18 PM
[quote name='jesse7flying' date='Sep 30 2017, 10:50 AM' post='2532867']
Jim,
Just so I understand, you say you upgraded your '75 L-Jet to 96mm P/C and a 2L crank. Was it a 1.8L to begin with? The stock cam you mention, was that a stock 1.8L cam or a 2.0L cam? Was there a reason for using a Vanagon TB instead of the 2.0L TB? Just want to make sure I understand the baseline condition and not assume anything. Thanks for the help.
Jesse
[/quote
It was a 1.8L to begin with; Cam was the 1.8 stock. The Vanagon TB is a direct replacement . IIRC the 2L TBs are different? The vanagon allows more air into the system.
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