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!

[CSoso]

Good evening!

Thank you, everyone for the replies and information! I have been following GregAmy’s blog and Microsquirt build and been in contact with him. (Thank you @GregAmy for all the info and questions answered- super nice guy who deserves to be bought lots of beer!) While it is not a plug and play system, he has done all the heavy lifting and I would shamelessly plagiarize (permission was given) what he has done. I like the idea of being able to tune and have a more modern system. He reports that it starts easily, runs super smoothly and he has confidence in it to run several long (7 hours iirc) trips with it.

My Denver cousin (who will be rejoining 914World soon - I hope), really knows and likes the D-Jet system(s) and has been trying to convince me to “slap the D-jet on and go”. At this point, I think that any of the options are going to take a similar amount of time. I will be refurbishing either the D-Jet or L-Jet components to like new condition with new hoses and harness, or building up the Microsquirt with new parts and fabricating some brackets and the harness. Price-wise, the Microsquirt is pretty much known to be around $1700 give or take depending on tools and part fabrication costs. The known D-Jet and L-Jet replacement parts I need are at least $1500 and that doesn’t count any other issues or parts that pop up or new hoses.

The other, very real, consideration is keeping it stock with the L-Jet. A new development is that I found a complete airbox in the bottom of a box. As I posted previously, I only had found pieces (4+) of one. And to be honest, I had not done a lot of research into the L-Jet.

I did find a “606” on the driver’s side engine tin and a “I.0” on the passenger side front. (I have pics but can only load one due to size). That makes sense as this was originally a California car and wandered to Michigan approximately 15-20 years ago, spending the last 12-ish in storage with the FI torn into. Sticker on driver’s side engine compartment shows it being an “A” engine (verses the later “B” version).

So… Next steps…
1) Inventory all pieces/parts and determine what exactly is needed to have a complete one each refurbished 1.7L D-Jet, 2.0L D-jet and 1.8L L-Jet systems. I may be closer than I think to a good L-Jet system.
2) Compression test (starter gets here Tuesday)
A) If the compression is bad, then will rebuild to 2056 (have all hardware and would rebuild the 1.8L heads) and go Microsquirt with 2.0L intake manifold per GregAmy’s set up.
B) If the compression is good then it will be a little tougher decision. I will make a fact-based decision based on research from #1 above and weighted for all the factors (cost, time, availability, originality, etc. - all the great considerations everyone has weighed in with!).

With this being Springtime in Michigan (snowed this morning) and my garage unheated, I have about a week to research and get my ducks lined up. I definitely don’t want to sell Saphira (that’s her name) to Mr Bowlsby (or anyone else) because she’s sat on jack stands for years! The goal is to have her running by July and on the road a few weeks later. There’s some front turn signal and bumper work to do as well, and more than likely a fuel tank to flush/clean.

Thank you everyone for the great information! This truly is an awesome community! Will keep everyone posted on progress.