TGIHC, Thank God I Have Carbs Options

[andys]

What experiences were reported of those who converted to from D-jet/carbs to CIS from VW Rabbit et al? Seems like a reasonable alternative that's a bit newer, low cost, and should better deal with altitude changes.
Andys

[mepstein]

914rubber is making new engine harnesses with new, not recycled, connectors. They look great.
Send used injectors to mr injector. He makes them look and work like new for $17.50 each.

[Jamie]

What experiences were reported of those who converted to from D-jet/carbs to CIS from VW Rabbit et al? Seems like a reasonable alternative that's a bit newer, low cost, and should better deal with altitude changes.
Andys

A major problem with FI use and tuning is that many of us non-mechanic types don't have a ready resource for understanding of trouble shooting and maintaining these antique systems. The use of terms like CIS, MPS, and AAR type acronyms here on the site are often a foreign language to many of us. I would value a comprehensive troubleshooting reference that doesn't use code words that are not understood by we novice wrenchers. (IMG:style_emoticons/default/WTF.gif)

[rjames]

What experiences were reported of those who converted to from D-jet/carbs to CIS from VW Rabbit et al? Seems like a reasonable alternative that's a bit newer, low cost, and should better deal with altitude changes.
Andys

A major problem with FI use and tuning is that many of us non-mechanic types don't have a ready resource for understanding of trouble shooting and maintaining these antique systems. The use of terms like CIS, MPS, and AAR type acronyms here on the site are often a foreign language to many of us. I would value a comprehensive troubleshooting reference that doesn't use code words that are not understood by we novice wrenchers. (IMG:style_emoticons/default/WTF.gif)

You mean something like this?
Paul Anders DJet troubleshooting

[sixnotfour]

http://lowbugget.com/2b.html
not top performnce, but cheep,everyone has a weber 2bbl manifold laying sround , right ? just need to warm up the runners somehow..

[Jamie]

What experiences were reported of those who converted to from D-jet/carbs to CIS from VW Rabbit et al? Seems like a reasonable alternative that's a bit newer, low cost, and should better deal with altitude changes.
Andys

A major problem with FI use and tuning is that many of us non-mechanic types don't have a ready resource for understanding of trouble shooting and maintaining these antique systems. The use of terms like CIS, MPS, and AAR type acronyms here on the site are often a foreign language to many of us. I would value a comprehensive troubleshooting reference that doesn't use code words that are not understood by we novice wrenchers. (IMG:style_emoticons/default/WTF.gif)

You mean something like this?
Paul Anders DJet troubleshooting

BINGO, I copied the link for future reference, thanks! (IMG:style_emoticons/default/aktion035.gif)

[Amphicar770]

I think a lot of the "problems" people report with D-Jet are because they take a piecemeal approach to fixing 40 year old stuff.

When I dropped my engine I went all in. New MPS, new injectors which I replaced the braide lines on and had properly crimped, all new vacuum lines, new wiring harness, etc. It has purred ever since and runs great.

I see a lot of posts where someone replaces a single, 40 year old, leaky injector and then are surprised when another one craps out.

I view it like the shift bushings on the 914. You can replace them piece at a time and it will still shift like crap or do them all from shifter back to tranny and life will be good. Old stuff is old stuff.

[bbrock]

I am loving this thread! I'm in a similar boat as @flipb . Over 30 years ago I got sick of being stranded by my deteriorating D-Jet and tore the car apart for a complete rebuild. It was pre-Internet and back then THE "upgrade" for a 914/4 was to ditch the FI and install dual carbs. I bought a Weber kit and installed a mild carb cam in the case. Then life got in the way and the project was mothballed to the present. Now I'm finishing that build and with a carb cam in the case and the still dilapidated FI components stored in a box, I decided to move forward with the carbs for now as the quickest path to a running motor. Once the car is back on the road, I'll start working through the old EFI components for a likely eventual return to stock EFI.

There is a lot of info about the virtues of stock EFI vs. carbs and other than the uglyitis the D-Jet brings to the engine bay, I'm sold. There isn't much info about how long or bumpy the road is to restoring these tired old systems though so I'm soaking up all the wisdom here. (IMG:style_emoticons/default/beerchug.gif)

[MarkV]

When I bought mine it came with Dellortos. My first order of business at the time was to round up injection to convert it back. I bought a complete D-jet system. I sent the harness to Bowlsby and had him replace boots and look it over. I sent the manifolds, runners and air cleaner off to be powder coated. But then I drove the car for a while with the carbs and discovered how well it runs. All the injector parts are in a box in my garage but I seriously doubt I will ever convert it... maybe the next owner will do it.

(IMG:style_emoticons/default/driving-girl.gif)

[ClayPerrine]

I have just the opposite opinion from Ansbacher. Betty's 914 has the original L-Jet on it and it runs great. Our factory six with webers, on the other hand, ran like crap. Hard starting, flooding, wouldn't idle, coughing and spitting, etc. I went over everything on the engine to make sure it was right before I started on the carbs.

To be completely honest, I don't like carbs. Even D-Jet injection is a step up from carbs. I even considered the idea of hiding a megasquirt system in the air cleaner to make it run better. But for originality, i bit the bullet and took the carbs to a pro. Found out that in the past a bunch of internal parts on the carbs were replaced, and they were way out of adjustment. Wrong venturis. No two idle jets were the same, a mix of main jets and emulsion tubes, and completely non-functional accelerator pumps. I got them back, and after some tweaking, It runs 1000% better. But we have no way to get real gas here, and the ethanol really screws up the carbs. I still have a small flat spot off idle. I have increased the idle jet sizes, and I am going to remove the accelerator pump check valves and replace them with new ones without the bleed hole to increase the accelerator pump injection volume.

All that crap because of the crappy gas here.

In my opinion, FI is much better than carbs. Even almost 50 year old FI.

[Bleyseng]

When I got my 914 in 1995 it had 40 mm Dellortos which I fought until it ran just ok. Cold mornings weren't fun living in Seattle so I bought a complete Djet setup from the local VW Porsche Dealer's junkyard. Well back then info sources on it were limited to that old Digi net site but I was able to tune it so it ran great like it was new. Still running that same setup with more tuning on my 2056 w/Raby 9550 cam and wouldn't go back to carbs for anything. (IMG:style_emoticons/default/piratenanner.gif)

[rick 918-S]

Mep -

I'm a long way off from this, but as I am experienced with old FI systems (I'm an electrical engineer, and actually find the old ones simple, cut my teeth on '70's Volvo's), if my engine turns out strong (Porsche dealer who installed carbs said one cylinder has low compression), I just may give the D-jet a try, first pre-testing each component as much as possible.

I'd also want a complete new harness as that would surely eliminate a large percentage of potential problems. And you can get new/replacement injectors, correct?

What does a new harness cost, and where can they be found?

TIA

GN

I'm totally green/dumb about the D-jet/carb matter, but did purchase a full, working D-jet system off another '76 for a future install if I get the carbs tweaked correctly and know the rest of the engine is solid.

But I can tell you all this: I had a long talk with Eric at PMB Performance when ordering my rear brake calipers and we got into talking about my eventually installing the D-jet system. Most here know that PMB are one of the best at restoring 914's and they know the D-jet system intimately.

He said up until recently, their advice was indeed to get a 914 back to the original fuel injection. But no more. Their position has changed. They said it's getting impossible to find good working parts.

For what it's worth.

GN

(IMG:style_emoticons/default/agree.gif) getting good parts is becoming more difficult but... a properly running stock FI is a beautiful thing. Starts on the first try, runs smooth and quiet and gets great gas mileage. I can understand it becomes cost prohibitive for a shop to spend the time and money tracking down old parts when there is a budget involved and no guarantee that the 50 year old parts will work or keep working but for us hobby enthusiasts, it can be worth the time and trouble. Especially with a crew of experts just a World site away.

The low compression issue is easily resolved with a top end rebuild. Stock FI is a thing of beauty. But there are no shortcuts when installing the setup. Send your harness to Jeff first. Then send your harness to Jeff. THEN start testing everything as you assemble the system. You won't regret it.

[jdamiano]

I have my complete stock 40+ year old FI system and I love it. It’s in a sealed Rubbermaid container on a shelf in my shed exactly where it belongs. My car has a Redline 40 Weber kit and a Petronix distributor. Looks and sounds cool and started and ran great this morning when I went for an early morning cruise. I don’t have time or desire to try and keep an antique FI system alive. No matter what you do it’s old and only getting older.

[MarkV]

So there are two kinds of people in the 914 World. Those that love D-jet and those that don't love D-jet. Or conversely those that love Carburetors and those that don't love Carburetors. (IMG:style_emoticons/default/wub.gif)

[falcor75]

Regardless if you have carbs or FI you need to learn how it works or find someone who does and pay them to fix any issues. Well setup and maintained carbs will work well and same thing for old or newe fuel injection systems. Neglected maintenance will cause issues with either. A modern FI can be a bit easier to fix since you can read the fault codes on your laptop and get a starting point.