Replacing Ljet with 1.7L Djet on ‘74 1.8L, Ljet in pieces (literally) and have full djet Options

[CSoso]

Hey everyone!

Please don’t roast me if this has been asked before. I spent several hours searching the site… But if it has, a link(s) to any thread(s) would be appreciated…

I have a ‘74 1.8L barn find - sitting 10-ish years due to FI issues. The flapper box is definitely tango uniform and literally in 4+ pieces. Other parts have been removed and am sorting through the rats nest of hoses and pieces. The entire system is in question and I really don’t want to try to find hard to find parts.

The engine was only a quart low and amazingly had very few leaks. The odometer shows 15k miles (115k according to PO). After pulling the engine, I put a ratchet on it (after oiling, etc) and compression “feels” good with no grinding, squealing or grit feel. Will be checking compression officially shortly. The engine’s rebuild history is unknown, so am doing a thorough check. If there’s any hint that it needs rebuilt, it will become a 2056 with microsquirt. If it’s useable as is, I’d like to use parts I have to get her on the road - namely a djet FI system. I would then run her (her name’s Saphira) with the 1.8L until I get a 2056 built. As it’s been said many times here - a 914 going down the road is always faster than one on jack stands!

I have a full ‘73 1.7L djet system and most (missing mps) of a 76 2.0L djet system. I would get a new harness for either djet and rebuild the mps. Assuming I get whichever djet system refurbished, is it a simple remove ljet and replace with djet (distributor too)? Or will the different compression/displacement of the 1.8L cause issues? Any electrical connection issues to the rest of the car? I really appreciate this community and everyone’s helpfulness! Any hints, tips or suggestions are appreciated!

Cheers!

[Van B]

They are completely different systems from the oil cap to the ECU. I’m not sure you’ll be able to mount all the D-Jet parts without the appropriate manifold and intake as well.

Also, I don’t recognize the stamp on your engine tin… @wonkipop

If you decide to press, I’d like a shot at your L-Jet parts please.

[wonkipop]

They are completely different systems from the oil cap to the ECU. I’m not sure you’ll be able to mount all the D-Jet parts without the appropriate manifold and intake as well.

Also, I don’t recognize the stamp on your engine tin… @wonkipop

If you decide to press, I’d like a shot at your L-Jet parts please.

well spotted Van B
some of them got that engine stamp EA370
@JeffBowlsby has documented a few.
they seem to appear on the early cars in production runs.
i did come across one on a early 74 and also one on an early 75.

it will have the other number as well.
@CSoso
can you have a look at your engine and tell us what the stamped painted number on it is.
maybe take a photo and post.
will be a 604, or 605, or 606 or 607. (IMG:style_emoticons/default/beerchug.gif)

sell all your bits to Van for sure.
he will want them and is a worthy recipient.
with a bit of luck StarBear and I will be able to beg bits out of him after he establishes his evil L jet empire. (IMG:style_emoticons/default/smile.gif) but yeah. do not throw them on the dump.

and Van is hinting at something.
which is you will want to do a complete swap over and its all the anciliary bits.
D jet guys can come in because i don't know sh$t about D jet.

but here is my guess.
the relay board set up for D Jet with all the relays.
as Van says, probably the oil cap and PCV valve. replace that with D Jet set up because its different. also L =jet did not run with the vented heads. again D Jet guys can give knowledgable comment on that. maybe the dizzy is different too but i am not absolutely sure on that. different plenum. different throttle valve. different aux air valve.
what else. same decel valve. ummm.
its not something i have heard of anyone doing. but i see no reason it can't be done.
but you need absolutely all the D jet bits i would think and entirely remove all the L jet bits. the works.