2.0 Rebuild Advice Needed, 2056 or 2270? Options

[john_g]

I'm getting ready to rebuild my 2.0 and am considering going to either 2056, or maybe even up to 2270. What are the downsides or problems associated with going 2270, if any?

[r_towle]

Djet can handle more displacement, just not more stroke.
Up to 2.4 liter as far as I know.

BUT
I would suggest if heat is another one of your concerns, stick with the 2056.

Bigger displacement of much more than that may require external oil cooling and if you stroke it, it will require a new induction system.

Carbs run maybe 1k all in.
EFI could be 2k all in, and I have not seen a decent bolt on application for these motors, so you will be doing custom tuning, and custom wiring etc.


Rich

[john_g]

Thanks, Rich. I must be a little slow, can you clarify something for me? You're saying that the D-jet can handle it, but will need custom tuning, wiring, etc. to the tune of an additional 2K, right?

And the 2056, doesn't require major modifications to the EFI?

Djet can handle more displacement, just not more stroke.
Up to 2.4 liter as far as I know.

BUT
I would suggest if heat is another one of your concerns, stick with the 2056.

Bigger displacement of much more than that may require external oil cooling and if you stroke it, it will require a new induction system.

Carbs run maybe 1k all in.
EFI could be 2k all in, and I have not seen a decent bolt on application for these motors, so you will be doing custom tuning, and custom wiring etc.


Rich

[r_towle]

Thanks, Rich. I must be a little slow, can you clarify something for me? You're saying that the D-jet can handle it, but will need custom tuning, wiring, etc. to the tune of an additional 2K, right?

And the 2056, doesn't require major modifications to the EFI?

Djet can handle more displacement, just not more stroke.
Up to 2.4 liter as far as I know.

BUT
I would suggest if heat is another one of your concerns, stick with the 2056.

Bigger displacement of much more than that may require external oil cooling and if you stroke it, it will require a new induction system.

Carbs run maybe 1k all in.
EFI could be 2k all in, and I have not seen a decent bolt on application for these motors, so you will be doing custom tuning, and custom wiring etc.


Rich

Djet can go up to 2.4 liter with the 71mm stroke (stock) crank.
That is 103mm pistons.
It cannot deal with a longer stroke.

for the 2270, that is a stroker motor with 96mm pistons and a 78mm crank (stock is 71mm)
That motor (the one you are asking about) requires a custom EFI system with new wiring etc...in the 2k range and there is no off the shelf system available, so you need to know what you are doing, or hire someone who does.

2056 is your best bet.

both the 2270 and the 2.4 liter stock stroke require external oil coolers.
Both motors are tuned and require more maintenance than a 2056 will ever require.

One thing to think about.
McMark (an admin here) has a shop names Original Customs and he will build a 2056 for you that is reliable.

rich

rich

[AE354803]

Djet can go up to 2.4 liter with the 71mm stroke (stock) crank.
That is 103mm pistons.
It cannot deal with a longer stroke.

rich

Rich, just a curiosity, why can't the Djet system deal with a longer stroke?

If the capacity of the engine is the same why would it matter whether it was because of a larger diameter or a longer stroke, the FI is most concerned with the flow of air into the engine? I would expect the flow rate of air into the cylinder to be essentially the same at a given RPM if everything else was identical.

You can see from the graph that the change in volume (flow) into cylinders follows the same basic path. (the 103 mm x 71 yields a larger displacement than 96 mm x 78.4 but even if it's changed to 101 mm it still follows approximately the same curve) You can see how the rod length affects the curve by essentially flattening it as length increases.

Again I have no idea, but this surprised me.

Andy

[r_towle]

Djet can go up to 2.4 liter with the 71mm stroke (stock) crank.
That is 103mm pistons.
It cannot deal with a longer stroke.

rich

Rich, just a curiosity, why can't the Djet system deal with a longer stroke?

If the capacity of the engine is the same why would it matter whether it was because of a larger diameter or a longer stroke, the FI is most concerned with the flow of air into the engine? I would expect the flow rate of air into the cylinder to be essentially the same at a given RPM if everything else was identical.

You can see from the graph that the change in volume (flow) into cylinders follows the same basic path. (the 103 mm x 71 yields a larger displacement than 96 mm x 78.4 but even if it's changed to 101 mm it still follows approximately the same curve) You can see how the rod length affects the curve by essentially flattening it as length increases.

Again I have no idea, but this surprised me.

Andy

Dunno, but btdt with both, one can be tuned, one can't
It's measuring manifold pressure, not air flow on diet.
I tune them on the road with a/f gauge, and seat time, up and down the roads while tuning.
A lot less precise than all the data collecting, but it work as well as it always has, and the motors run great.

Not looking for the ultimate hp , just a decent motor that does not require 2k worth if fuel injection, or a homemade mega squirt setup....

I have heard that ljet can do more, and air flow is used on the 944 and 911 with less of the issues that manifold pressure introduces to the whole scene.

I heard loads of myths when it came to what diet could do, and I , like you, could not understand why it would not go bigger.
So, I did it, more than once.
It's fun to try for me, and I am now breaking in my motor on carbs before I tune the djet for it...

I have built two other ones and tuned them, I learned a lot about wht works on these...and my motor I tried a different cam to see if I can get around another djet issue with overlap and flutter in the manifold...
Honest I don't think this motor will be able to run djet, but I am going to try anyways...

Rich