1976 2.0 on carburetors?, Good bye Fuel injection? Options

[Mr.Vman]

!976 2.0 barn find, been sitting for yearsn no rust, good condtion. Going through brakes and chassis rubber, struts, shocks make a nice driver. Have not driven the car yet, has fuel injection, idle varies, vacuum leak? What is going on with no carburetors on a stock 2.0? Because of the camshaft timing carburetors do poorly? Is this true or a tale? Seems carburetors would be simple. Is this a myth of no carburetors on a 2.0? Thanks for the time and information. Steve V.

[technicalninja]

They were FI from the start.

Rare to see an original one still running on it.

Lots of people cannot repair the FI and the most common reason for carburetors was "lack of diagnostic abilities" by the person doing the repairs.

This is an excellent article about updating the original FI to more modern equipment.

https://tgadrivel.blogspot.com/2020/03/on-m...914-part-1.html

This site has more D-Jet Gurus than any other source you can find.

One of the members makes complete wiring harnesses for it, super nice ones. (old harnesses can be crappy)

You will find LOTS of help here for any directions you want to go.

I like the modern stuff but if the car was 100% stock and nice fixing the original FI stuff is the way I would go.

The original FI does not work well with large camshaft durations. This explains many of the carbureted hot rods you see.

The modern digital FI CAN support extreme mods and really should be considered before you spend money on a set of IDFs.

The carbs are simple but changes require hard parts.

The modern FI is altered via a laptop...

[GregAmy]

This is an excellent article about updating the original FI to more modern equipment.

Thank you for the kind words. It was certainly an odyssey getting there...

I own and drive both examples: a 2056cc mild-cammed street car that I converted to the Microsquirt, and a 2056cc race-cammed race car that's running on Dellortos. If I were starting with a D-Jet car that I was turning into a race car, or a D-Jet street car that I was going to mod for light sport use, I'd go the Microsquirt route again. Warm-up and driveability is much better than the Dells and it's tunable on-the-fly.

I also noted that my MAP was always around 95% or more, even at full-throttle and high RPM (I'll run this one to 6500). That indicates to me that the D-Jet induction is not really that much of an airflow restriction...maybe with a bigger cam but not with this one.

For a full-up race car with bigger cams and no concerns about driveability, warm-up, throttle transition and such, then dual carbs are fine. But it won't be as nice a car to drive around daily (it'll certainly sound better though).

I had an ITB setup that I was going to test on the car, a pair of downdraft ITBs that mimic'd Webers on Weber manifolds. It would have been an easy transition, I think, to mount them on the car. But in the end I talked myself out of that and shipped the parts to Carlos to slap onto his build, which is a tad more radical than mime. He'll be doing the same general idea with Microsquirt so I'm looking forward to seeing how it works out.

In the end, if you know how to tune carbs and you have the full gamut of jets/tubes/ etc then carbs are easy...but I suggest plugging in a laptop and retuning based on logged AFR/TPS/MAP maps is a lot easier... - GA