Cam, Advice on #73 Options

[DavidSweden]

Stock engine 2.0 76 with stock D jet

I have searched the site and there seems to be mixed reviews regarding the Webcam #73 grind.

Is this cam god with the stock FI and will it just bolt in without the need to change the rocker geometry, or should I stick with the stock cam?

[G e o r g e]

Stock engine 2.0 76 with stock D jet

I have searched the site and there seems to be mixed reviews regarding the Webcam #73 grind.

Is this cam god with the stock FI and will it just bolt in without the need to change the rocker geometry, or should I stick with the stock cam?

I believe you will need to check rocker geometry with almost any changes from factory, ie: new cam, head work, new P&C's everything can affect it.

[Jake Raby]

You will need to correct the geometry when using this camshaft.

[reharvey]

I have this cam in two of my 2.0 FI cars. You'll also need to make some adjustments to the FI system.

[Cap'n Krusty]

Web Cam's sales department thinks it'll work, but it doesn't, at least not well. Under 2000 RPM it'll be pig rich, and braking that RPM barrier is "interesting", to say the least.

[DavidSweden]

What adjustments to the FI are required?
Regards valve train geometry is it just a case of shimming under the rockers to get the correct angle at half valve lift?

And what does the Cap´n mean about breaking the RPM barrier?

Grateful if someone could answer my newbie questions, thanks

[colingreene]

he means that it will struggle to get past 2k

[DavidSweden]

he means that it will struggle to get past 2k

Ok so this cam is no good?

What are my alternatives to the stock cam?

Anyone

[Cap'n Krusty]

he means that it will struggle to get past 2k

Actually, I was referring to the "flat spot" through transition. Above 2K RPM it'll probably run OK. You have to raise the idle, too. All in all, not a satisfactory driveability experience.

The Cap'n

[colingreene]

Thats usually what a flat spot has ment to me.
its just struggling to get going.

[reharvey]

I have this cam in two of my 2.0 FI cars. You'll also need to make some adjustments to the FI system.

Forgot to mention that both of my cars run great without any driveablity issues but I've been playing around with these FI systems for 30yrs. Unless you know someone that can help you make the modifications and adjustment to make it work you would be better off using a stock cam.

[DavidSweden]

I have this cam in two of my 2.0 FI cars. You'll also need to make some adjustments to the FI system.

Forgot to mention that both of my cars run great without any driveablity issues but I've been playing around with these FI systems for 30yrs. Unless you know someone that can help you make the modifications and adjustment to make it work you would be better off using a stock cam.

Thanks for the information. I don't know anything about adjusting the FI, is it so difficult? Could you outline the procedure if you have the time of course. It seems like the easy way out just to install the stock cam

Thanks again

[emoze]

web 73 cam

- I ran one for several years in a 2.0 d-jet car with euro p&c's and a 4mm overbored intake

- loved it - great midrange improvement - excellent drivability

had to tune the d-jet by inserting an inline variable resistor in the HT circuit

plenty of info about d-jet & cams in the old 914Club archives

for example "First step when you think you have any FI problems: Check your ignition system. Timing, dwell, condition of components, all of it. What you describe sounds like two problems. First, the oscillation is known as a "lean hunt". Your idle mixture was too lean. Unplugging Temp Sensor I (the intake air temp sensor) richens up the mixture somewhat. I'd suggest plugging the sensor back in and using another method to richen the mixture. First, try the knob on the brain. This is used to change the idle mixture. Clockwise should make it richer. If this doesn't help, back the knob off about 8 clicks or so, then see if increasing the fuel pressure will do the trick. To increase the fuel pressure, you turn the bolt on the end of the fuel pressure regulator (left-rear corner of engine compartment, on a bracket sticking up from the engine tin). Loosen the jam nut first, clockwise to increase pressure. This will make the mixture richer. Note: It's a good idea to have a fuel pressure gauge hooked up when you do this, so you can see how much you're increasing the fuel pressure. Don't overdo it. ( <5 PSI change, at a guess.) Another method is to increase the resistance in the Temp Sensor II (head temp) circuit. Add a resistor or a potentiometer to the circuit where the sensor connects to the wiring harness. Some- thing on the order of 0-500 ohm, 1 watt will do. When you get the pot dialed to something that lets the engine run nicely, measure the resistance of the pot and substitute a fixed resistor of that value. That's because many potentiometers, when subjected to the heat and vibration found in a 914 engine compartment, will start to get flakey and really throw your mixture out the window." ~ author unknown - This email was cleaned by emailStripper,

CAVEAT - a '76 in California would have to be smogged - and above ideas may not result in passing emissions

[DavidSweden]

Thanks a lot for the information, I really appreciate the help. The procedure sounds pretty simple.

Yes the car was smogged but was all removed by PO and is currently in Gothenburg Sweden.

If anyone would like to add something regarding the FI please go ahead and help me out on this one.

Thanks again

[LDBfield]

Thanks a lot for the information, I really appreciate the help. The procedure sounds pretty simple.

Yes the car was smogged but was all removed by PO and is currently in Gothenburg Sweden.

If anyone would like to add something regarding the FI please go ahead and help me out on this one.

Thanks again

Lots O' Djet info.

http://members.rennlist.com/pbanders/djetparts.htm

Cheers!

[Dave_Darling]

I know people who claim to have made the D-jet work well on a 914 engine with the Web #73 cam. I also know people who claim that it can't be done. (The Cap'n is one of the latter.) I'm not sure if the difference is in how they define "working well", or if there were differences between the setups that they were trying on, or what.

One thing I'm a bit more sure about, though: I don't think the "it worked fine" people included having to pass an emissions test as part of their definition. Because I have strong doubts that a Web 73-equipped car would pass any but the most lenient sniffer tests. So if your car will have its emissions tested, I would stick to the stock cam grind.

--DD

[DavidSweden]

Yes thats a good point....I need to think this over

[DavidSweden]

Yes thats a good point....I need to think this over

[914_teener]

I know people who claim to have made the D-jet work well on a 914 engine with the Web #73 cam. I also know people who claim that it can't be done. (The Cap'n is one of the latter.) I'm not sure if the difference is in how they define "working well", or if there were differences between the setups that they were trying on, or what.

One thing I'm a bit more sure about, though: I don't think the "it worked fine" people included having to pass an emissions test as part of their definition. Because I have strong doubts that a Web 73-equipped car would pass any but the most lenient sniffer tests. So if your car will have its emissions tested, I would stick to the stock cam grind.

--DD

Dave....that's why they call it a -73 cause before that you are smog exempt..........

(IMG:style_emoticons/default/biggrin.gif)



Not. I am in the camp of the OP. Depends who you talk to.

[DavidSweden]

Teener,

You mean that the #73 has worked for you?