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> Can I put larger pistons on a 1.8 ltr w/ stock EFI, Max piston size for L jetronic 1.8 liter
r_towle
post Dec 12 2005, 12:04 PM
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QUOTE (Jake Raby @ Dec 12 2005, 10:35 AM)
That cam goes on end of the year overstock special today! As soona s I can get it posted!

does this cam you speak of help a 2.0 liter djet, or is this for carbs???

Rich
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Cap'n Krusty
post Dec 12 2005, 12:09 PM
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QUOTE (Jake Raby @ Dec 12 2005, 08:31 AM)
Yep, but the cams I use for each are more times than not EASIER to tune than the stocker is... They yield a better powerband and cooler heads as well...

My post went in much earlier in the discussion than it appears, Jake. What I meant was "ordinary" non-stock cams don't work with L jet, despite what the salesman tells you. The Cap'n
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Jake Raby
post Dec 12 2005, 12:59 PM
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The cam I was speaking of was developed specifically for stock EFI. I have one for D jet and one for L jet since their characteristics are different..

I have 30+ cams for carbs according to head work and etc...
Yes cap'n I know all about those salesman that have clean hands
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MartyYeoman
post Dec 12 2005, 03:36 PM
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I have this P&C combo with L-jet on my motor.
I like the quick revs it produces. Very fun to drive.
I only wish I had used better quality P&Cs though.

Jake, I haven't forgotten to call. Just experiencing schedule delays....
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LouisCypher
post Dec 15 2005, 04:21 AM
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QUOTE (Bleyseng @ Dec 12 2005, 06:59 AM)
You can raise the compression to 8to1 with the stock cam, with higher it gets too hot. You can use a Jake Raby cam that does bleed off more of the exhaust heat and still run the stock FI plus gain a little hp.
Bigger valves help too as they help increase the efficentcy and bleed off heat out of the combustion chamber.
(IMG:http://www.914world.com/bbs2/html/emoticons/popcorn[1].gif)

Here in Europe there was an 1.8 engine (code: AN, same as 412S) with 85 HP and two 40 Solex carburettors. The compression was as high as 8.6. The cam should be the same in all stock engines!?

Wouldn't it be possible simply to increase the compressión of the EC engine to the specs of the AN engine to get 85 HP?

Cheers,

Louis
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Jake Raby
post Dec 15 2005, 11:23 AM
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The cams are NOT the same...

There were 11 stock cams and the AN engines I have torn down had their own camshaft.
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LouisCypher
post Dec 15 2005, 11:45 AM
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QUOTE (Jake Raby @ Dec 15 2005, 09:23 AM)
The cams are NOT the same...

There were 11 stock cams and the AN engines I have torn down had their own camshaft.

Good to know. Thank you, Jake!
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Al Meredith
post Dec 15 2005, 06:03 PM
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I have a new set of Euro 1.8L P&C's. They have a dombed piston like the 1.7L. They are still in the box. I also have a set of 1.8 flycut and opened up heads. Len Hoffman installed oversized seats for me because these heads have duel springs. $850 for both and I'll through in a set of lightened rods. Al
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Brando
post Dec 15 2005, 06:40 PM
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Best bang for your buck would be to use a complete 2.0 bottom end and throw your 1.8 heads on it. Putting a lot of money in the heads won't do you too good with the OEM FI and cam setup since making radical changes to the head won't help with that anemic FI cam. Once you've got your 1.8 heads on a 2.0 bottom end with 96mm pistons, go with 912E injectors, they're larger and have the proper variables to use with your L-Jet system. You shouldn't even have to adjust your Air Flow Sensor (barn-door flapper) with that combination. Costs less than a complete 2.0 and will give you a good 90-100 HP. Don't expect miracles with L-Jet though.

I THINK you may need to get your case opened up for those 96mm cylinders to slide right in. I'm not 100% sure about that, though. It's only money, right?
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Jake Raby
post Dec 16 2005, 10:39 AM
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96mm piston/cylinder kits are drop ins... No machining required.
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pnewman
post Dec 16 2005, 12:43 PM
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W/ 96 mm p & c kits should I do anything to the heads to maximize the benifit?

Will I need to do anything to the OEM EFI Ljet system? i.e. will it run to lean or too rich w/ the 96's?

thanks for your input
Pete
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Brando
post Dec 16 2005, 01:05 PM
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QUOTE (pnewman @ Dec 16 2005, 10:43 AM)
W/ 96 mm p & c kits should I do anything to the heads to maximize the benifit?

Will I need to do anything to the OEM EFI Ljet system?  i.e. will it run to lean or too rich w/ the 96's?

thanks for your input
Pete

^ That's why I suggested the 912E injectors. They're sized for a 2.0L and are designed for L-JET. You shouldn't have to adjust your Air Flow Sensor, but I'd get it on a dyno or a flexible gas analyzer to see if you are running rich or lean through the RPM range once you make the swap.

As for the heads, a valve job, new seats and stainless valves should do you fine. Having radical work done to 1.8 heads for OEM FI is a moot point, unless you want to go with megasquirt and then you get into cracking the case for a cam change.
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Jake Raby
post Dec 16 2005, 02:03 PM
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The STOCK 1.8 head is good for up to 2200ccs, as long as you don't wanna rev it to 7K...
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sean_v8_914
post Dec 16 2005, 11:52 PM
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slap it together with 96mm and go! check deck height and CC your heads, of course
my 1.8 with L-Jet and 96mms ran great. I set it to 8.3 to 1

I dont know how much it helped but I also match ported teh exhaust ports to teh heat exchangers. I used a used exh copper gasket as a guide. I also blended the seats and that nasty short radius on the exhaust port

Jake: how much do you think all that grinding helped?
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914werke
post Dec 17 2005, 03:46 PM
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Is the cam differnt between a OE Ljet 1.8 and OE Djet equiped 1.7? I assume it would be. Which would be preferential?
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sean_v8_914
post Dec 18 2005, 10:23 AM
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insert popcorn eating smiley face here:
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