Unconventional DJet installation, Truly one-of-a-kind Options

[ChrisFoley]

The engine is a 1911 I built to run D-Jet injection, originally intended for a customer's car, but he abandoned his project and left everything to me several years ago.

I was running it with Dual Delortos with SSI HE's and a Tangerine IV muffler. It was my cold weather engine.

The purpose of the current project was to develop an inexpensive FI setup which accomodates my horizontal cooling system.
Stock type plenum systems won't fit over the flat fan.
Systems which use ITBs generally aren't inexpensive, and are better suited to larger displacement, higher performance engines.

Over the years I've collected a good selection of DJet hardware, both 1.7 and 2.0, so that seemed like the best place to start.
So far I've only spent about $100, that's counting the small assortment of overstock materials and scraps already on hand at CFR.
The only new purchases were the two silicone intake boots which connect the intake duct to the TBs.



The injection system is all 914 DJet:
Two 1.7L throttle bodies are mounted on separate tubular plenums, fabricated from the flange end of stock 1.7 intake runners and throttle body mounts from stock 1.7 plenums.
The injectors are from a 2.0. The MPS is an AA special 2 liter unit, purchased in 1994 for my ITB race car.
The ECU is a '73 2 liter unit. The air filter box is a modified 2 liter unit with a cold air intake inside the left rear fender well.
The AAR is from a 1.7L. There is no decel valve or cold start valve.
There's a balance tube between the two plenums - with take-offs for the MPS and the AAR.
The TPS is on one of the TBs. The distributor vacuum advance and retard are connected to one of the TBs.



I've already driven the car with K&N air filters mounted directly on the TBs.
It runs great, but was rather loud right behind my head. Based on my A/F monitor, the mixture is almost perfect already.
It idles smoothly at 850 rpm. The range of the idle mixture knob on the ECU allows me to set the idle too rich, too lean, or just right.
We had to make special idle adjustment screws for the TBs to make the bypass hole smaller than normal, since each TB only feeds two cylinders.



The relay board was moved up and back to accomodate the airbox.
The airbox will be powdercoated now that the installation is finalized.
I have a little more hose and wiring cleanup to do, but the wiring harness is totally stock, just routed a little differently across the engine.

We did the install initially without surround tin, but the engine runs hotter than I like when it sits in traffic.
Adding the tin is tomorrow's project.