Stock EFI limits, is it RPM or HP? Options

[qa1142]

Ok, so I am still thinking through my winter engine project. I plan to stay in "stock" class so EFI is staying. I have an L jet on my 1.8L, I have "spair" 1976 L Jet, and I have a D jet that came with my 2.0L project motor.

2.0L give longer stroke and more torque (right) while staying 1.8L would give faster revs and (more rpm??)

So what is CFM / RPM / power limits of each injection system. Seams like L jet with air flow sensor would keep mix better at all RPM. Is that true? Would I run out of CFM if I bolt it to a 2.0L?

I am thinking, RAT EFI cam to match D or L jet, Mallory if L jet, 2.0L heads reworked by Len that match, then either 1.8 or 2.0 basically stock Piston / cyl kit from Jake also.

Let me hear your "un-biased" (IMG:http://www.914world.com/bbs2/html/emoticons/slap.gif) inputs, I need to start ordering parts soon. (IMG:http://www.914world.com/bbs2/html/emoticons/mueba.gif)

[Bleyseng]

You will also have to improve the stock valve springs as they give up around 4500rpms.
Djet is suppose to work great until about 5000rpms, then it starts to "lean out" according to "Myth". I am going to do some data logging soon to see if this is the case.

Previous dyno work of stockish 2.0l's shows serious hp drops at about 5000rpms (hmm, like a 500ft cliff really). This is probably the valve springs crapping out.


Ljet is still a unknown to me, but as Mike says the flap eventually is wide open so at some point you will run lean or rather inacutate fuel metering.


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