Type IV upgrades and FI, Where's the cut-off to carbs? |
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Type IV upgrades and FI, Where's the cut-off to carbs? |
boxsterfan |
Jan 7 2014, 12:42 PM
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#1
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914's are kewl Group: Members Posts: 1,776 Joined: 6-June 03 From: San Ramon, CA Member No.: 791 Region Association: Northern California |
At some point, my motor (1974 2.0L) will need a rebuild. I'm not going to go the /6 conversion on this car. If I rebuild the motor to a 2056 or 2270 displacement, can I still use the FI system (D-jet)? Or is there some spot in here where it is better to switch to carbs? Or if I wanted to have FI then switching to L-Jet instead?
Happy to do some reading if you have it... (IMG:style_emoticons/default/chowtime.gif) |
seanpaulmc |
Jul 6 2020, 05:46 PM
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#2
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Member Group: Members Posts: 304 Joined: 6-December 16 From: Orlando, FL Member No.: 20,649 Region Association: South East States |
Thanks for the replies. Let me add some input for the questions so far.
The motor pulled from the car is a 2.0L with Italian Weber 44s on it. It ran. Just not well. However, I didn’t drive it much due to the (unsafe) rust issues. Which means I have a set of 44’s that I could use (if rebuildable) on a 2270 and I am told are too big to get tuned well for 2056 let alone the engine coming out of the car. I also have a full D-jet system for a ’74 and most of the makings for a second D-jet system also for a ‘74. One FI harness is a core for sure and the other is known to be working but should be replaced for reliability because of its age. A stock set up isn’t my concern. In some sense having the right package is. I want the injection system to work well for the engine configuration. Just trying to size up what that might be which has led me to this thread and my questioning the D-jet capabilities. I very much appreciate the feedback thus far. 140 hp with a modern FI system on a 2056 is a very good argument. However, by the time I get through the body there may not be additional funds to lay into a modern FI system. |
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