Type IV upgrades and FI, Where's the cut-off to carbs? Options

[boxsterfan]

At some point, my motor (1974 2.0L) will need a rebuild. I'm not going to go the /6 conversion on this car. If I rebuild the motor to a 2056 or 2270 displacement, can I still use the FI system (D-jet)? Or is there some spot in here where it is better to switch to carbs? Or if I wanted to have FI then switching to L-Jet instead?

Happy to do some reading if you have it... (IMG:style_emoticons/default/chowtime.gif)

[saigon71]

Preface: I have no experience with L-Jet fuel injection.

I'm not an expert on the subject, but I am completely impressed with the stock D-jet. Yes, it has it's bugs and takes some time to figure out...but it is pretty darn good for 40 year old technology. A big problem was the availability of good MPS's...but Tangerine Racing took that out of the equation with their rebuild kits. I took a 1380 mile road trip in my stock D-jet 2.0 last fall, after my engine sat in the shed for three years - it performed well. (IMG:style_emoticons/default/aktion035.gif)

I will be paying attention to price drops on aftermarket & more modern fuel injection systems, but until then, I am sticking with D-Jet and don't plan on building an engine that won't run well without it at this time.

My advice...stick with FI...unless you need a fire-breathing monster.

[boxsterfan]

Preface: I have no experience with L-Jet fuel injection.

I'm not an expert on the subject, but I am completely impressed with the stock D-jet. Yes, it has it's bugs and takes some time to figure out...but it is pretty darn good for 40 year old technology. A big problem was the availability of good MPS's...but Tangerine Racing took that out of the equation with their rebuild kits. I took a 1380 mile road trip in my stock D-jet 2.0 last fall, after my engine sat in the shed for three years - it performed well. (IMG:style_emoticons/default/aktion035.gif)

I will be paying attention to price drops on aftermarket & more modern fuel injection systems, but until then, I am sticking with D-Jet and don't plan on building an engine that won't run well without it at this time.

My advice...stick with FI...unless you need a fire-breathing monster.

It is certainly going to be a while before I tear down my 2.0L (fingers crossed) but my goal in this discussion was to see where the known limits are. Of course, I suppose this all depends on your goals for the motor. For me it would be:

Streetable motor
Longevity of the motor
Good power from lower RPM's all the way through
140-150 HP (or more (IMG:style_emoticons/default/smile.gif) )
Good gas mileage
????? Torque
901 Trans with better gearing
Upgraded brakes (BMW 320i brakes?)
D-Jet or L-Jet or Carbs?

I have recently gotten my arms around D-Jet operation as I got my 2.0L sorted out this last fall. It wasn't that hard really.