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> l-jet on a 2.0 or 2056 advice needed
earlyaircooled
post Apr 5 2011, 09:21 PM
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my 74, 2.0 came with a 1.8 engine complete with fuel injection. Dont know if it runs because it was out of the car when I bought it, was represented as 50,000 mile since rebuild and is clean and looks great. I have since picked up a correct 74. 2.0 engine, long block. I will either build a stockish 2.0 but I'm leaning towards a 2056 with Keith black pistons and Raby cam. Will the stock 1.8 l-jet work with the 2.0 or 2056 or would I be better off looking for a d-jet system? Does anyone have detailed info on this or a thread that they can point me to?

Thank you
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Black22
post Apr 5 2011, 09:47 PM
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(IMG:style_emoticons/default/popcorn[1].gif)
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G e o r g e
post Apr 5 2011, 09:57 PM
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If you give jake all of the info he needs he will chose the correct cam for your engine, and you will be able to use l jet on a 2056.
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dlee6204
post Apr 5 2011, 10:04 PM
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Root_Werks used l-jet on his 2.0L car....

http://www.914world.com/bbs2/index.php?sho...4990&st=100

Its a fairly straightforward swap.
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silver74insocal
post Apr 5 2011, 11:55 PM
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QUOTE(dlee6204 @ Apr 5 2011, 09:04 PM) *

Root_Werks used l-get on his 2.0L car....

http://www.914world.com/bbs2/index.php?sho...4990&st=100

Its a fairly straightforward swap.

(IMG:style_emoticons/default/agree.gif) use the search function, type in "2056" and click on "appears in title". read for a few hours...good stuff (IMG:style_emoticons/default/beerchug.gif)
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7275914911
post Apr 6 2011, 06:57 AM
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The simple answer is Yes.....
IIRC the 9550 cam works well with Ljet with minor tweeks to the FI setup?

This is the route I was headed but opted for 40 webers..

The search, as mentioned, will get lots of great info and check out Jakes forums.

Others will chime in here much smarter that me, also...

Good Luck
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Cupomeat
post Apr 6 2011, 08:40 AM
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L-Jet will work and with better drivability than the webers, as well as much less maintenance.

L-Jet is a very solid and reliable system.

You will not get the high end flow you would get from Webers, but for a DD it is much better.

Talk to Jake, get the right cam and adjust the mixture and you'll be golden!
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Root_Werks
post Apr 6 2011, 09:23 AM
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QUOTE(dlee6204 @ Apr 5 2011, 09:04 PM) *

Root_Werks used l-get on his 2.0L car....

http://www.914world.com/bbs2/index.php?sho...4990&st=100

Its a fairly straightforward swap.


Yup, a stock 914-4 2.0 doesn't even require different injectors. I forget the flow and part numbers, but the 1.8 uses the same injectors as many other 80's and 90's 2.0 Bosch FI cars. You can get the higher flow 912E injectors if you want, but not needed. I figured if I ever move to a 2056, I would source some 912E injectors.

Easy swap. L-jet is simple compared to D-jet and many of the L-Jet parts were made up through the mid 90's.
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Dave_Darling
post Apr 6 2011, 02:11 PM
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If it were me, I would at least do one WOT run up through the RPMs with a wide-band O2 meter hooked up. The L-jet allegedly maxes its injection out somewhere around 3500-4000 RPM, and I would want to make sure that it did not run lean at higher RPMs with the larger displacement.

--DD
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r_towle
post Apr 6 2011, 02:33 PM
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its a batch system and the injector flow rate is the key...
If you get lean in the upper RPM range..get bigger injectors.

I have been looking at the 944 LHjet....just cause I have one.
Seems like that might be a bolt in for a larger motor....

And then, the 944 turbo..a 2.5 turbo...hmmmm
Parts look alot alike...
rich
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Drums66
post Apr 6 2011, 03:06 PM
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....I 've been running that combo since..... (IMG:style_emoticons/default/grouphug.gif) (IMG:style_emoticons/default/poke.gif)
(IMG:style_emoticons/default/bye1.gif) (IMG:style_emoticons/default/popcorn[1].gif) (IMG:style_emoticons/default/popcorn[1].gif)
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Root_Werks
post Apr 6 2011, 03:51 PM
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QUOTE(Dave_Darling @ Apr 6 2011, 01:11 PM) *

If it were me, I would at least do one WOT run up through the RPMs with a wide-band O2 meter hooked up. The L-jet allegedly maxes its injection out somewhere around 3500-4000 RPM, and I would want to make sure that it did not run lean at higher RPMs with the larger displacement.

--DD


Becuaes it scares the crap out of me, I never take my 914 past 5k rpms. But the L-Jet I have on there now has no trouble pulling the first 3 gears right up to 5k pretty darn quick for a stock 2.0.

I've heard the same, the L-Jet is limited to 4k on feeding. But I believe that is due to the Type2 parts like ECU and AFM. The 912E and 914 1.8 ECU and AFM's are mapped different and carry a little higher. Gives that "sporty" feeling.

(IMG:style_emoticons/default/rolleyes.gif)

My recent exposer to a stock 2.0 D-Jet and my stock 2.0 L-Jet side by side has my seat of the pants feeling sway to the L-Jet. It's smoother down low and seems to feed just as well as the D-Jet. And since we all know that torque = acceleration, the L-Jet wins over the D-Jet.

That's stock vs stock.

(IMG:style_emoticons/default/confused24.gif)
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sean_v8_914
post Apr 6 2011, 04:15 PM
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no speculation or hearsay...
I have installed stock 1.8 914 L Jet injection system onto a stock 2.0 914 engine. it works great.
I have also installed 96mm pistons at 8.6-1 compresion on a 1.8 with L-Jet. it was lean and required adjustment to the AFM. adjusting teh AFM is easy as pie with a wide band O2 meter.
since you have a 2.0 long block ready to go, I would not mess with the cam. slap that L-Jet on there and carbs be damned. You should however, have teh air-fuel ratio checked as Dave recommended, it's the right way of doing things.
I have also built a 2056 with L-Jet using Jake Raby's cam and it was super bitchin'. I thought it was a perfect daily driver with good fuel economy and just enough increase in power to make me happy on the AX days.

if you get stuck, PM me and I'll help you out. then we can post about it for the benefit of others here. it is a good combo
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earlyaircooled
post Apr 6 2011, 07:40 PM
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Thank you all who responded! I read the entire root_werks thread, lots of great info there. I had one question for root_werks. What injectors did you buy? That sounded like a really good deal.

Thanks again
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Al Meredith
post Apr 6 2011, 07:55 PM
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I have a complete 912E Ljet system (for sale if anyone is interested) and it uses a different computer than the 1.8. I'm not sure if the Air Flow Meter is the same or not. I'm out of town now but could look at the part # when I get back.
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Root_Werks
post Apr 6 2011, 09:56 PM
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QUOTE(earlyaircooled @ Apr 6 2011, 06:40 PM) *

Thank you all who responded! I read the entire root_werks thread, lots of great info there. I had one question for root_werks. What injectors did you buy? That sounded like a really good deal.

Thanks again


Local parts store, whatever came stock on the 1.8 914. They were not Bosch, but BWD injectors. Been working perfect since I installed them. Couldn't beat $23 each, shoot, I couldn't clean the original injectors for that price.

Worth looking into, they are very common injectors used on many import cars. Lots and lots of cars used the Bosch L-Jet for over 20 years.
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earlyaircooled
post Apr 6 2011, 10:30 PM
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QUOTE(Root_Werks @ Apr 6 2011, 08:56 PM) *

QUOTE(earlyaircooled @ Apr 6 2011, 06:40 PM) *

Thank you all who responded! I read the entire root_werks thread, lots of great info there. I had one question for root_werks. What injectors did you buy? That sounded like a really good deal.

Thanks again


Local parts store, whatever came stock on the 1.8 914. They were not Bosch, but BWD injectors. Been working perfect since I installed them. Couldn't beat $23 each, shoot, I couldn't clean the original injectors for that price.

Worth looking into, they are very common injectors used on many import cars. Lots and lots of cars used the Bosch L-Jet for over 20 years.


Good info thank you
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Mike Bellis
post Apr 7 2011, 09:04 AM
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I have a pdf of the L Jetronic manual... PM me with your email address if you want a copy...

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sean_v8_914
post Apr 7 2011, 09:06 AM
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912e also used the large square 2.0 plenum
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Cupomeat
post Apr 7 2011, 09:22 AM
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As per the big Bosch FI manual, the flapper only controls mixture until around 4500 rpm and everything after that is an analog map.

That doesn't mean it leans out, but it does mean it is more related to throttle and RPM input than Air flow.

I'll look tonight to see the exact passage in the book.

I might be interested in the 912E injection...
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