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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.

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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.

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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.

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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.

This is just totally badass!!

Chris
Just curious -- do you see any advantages to using this system (modified FI and plenum) with a stock cooling system?

Heck I'd call that F-Jet ( Frankin Jet for the good Dr. Stein ) . You are one crafty fella, Chris . Keep the ideas comin . I see you using your 914 specific throttle pulley wheels there , looks fantastic!!!!!

Jack

Twin turbos.......do it

Do you think your flowing more air? I like the duel TB's

Thats some cool stuff! It looks like you had some fun coming up with it.

As my Great Aunt used to say, "That is slicker than a mare's d---."

I don't know. It probably has similar shortcomings wrt cam overlap and MAP signal.
I do have another pair of plenums already made up using 2.0 intake runner flanges.


Good thought.
Genaro (my welder/fabricator/painter) already suggested the Frank N. Stein monster theme for halloween. The airbox will be powdercoated orange (hopefully today), just like the plenums. He's gonna polish the aluminum duct too.


Already thinking about it. Maybe next years project.
I don't think the DJet can handle positive pressure, so a different FI system would be needed. Maybe 911 CIS.


I haven't had an opportunity to really open it up yet. It behaves perfectly at part throttle though.
It certainly has the capacity to flow more air than a single 2.0 TB, so more displacement should not be a problem. And two 2 liter TBs is always an option.

I've always been a daydreamer. Now I really enjoy turning my dreams into reality.

It can take about 7 psi from what I remember.
Stock.

ASk Marty Schnieder (MSDS)...he used to make a kit, headers and all.
He wont start up again...I have called and begged.
Sold back in the 80's

If I remember right, he said it would run a small amount of boost and it was a fairly small turbo he used.

Give him a call cause I know you could pull off a new system....twin turbos (tiny ones) might be even cooler.

Rich

Chris check your CHT's temperture. I try a setup like that and found my CHT's
were not even between the 4 cylinders when running. Some were hotter than others at times.

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Good to know.
I don't think I would run more than about 3 psi with this engine at more than 8 to 1 CR.

I always thought twin turbos (small ones) would be easier to design while retaining the heat exchangers.

You now have a design for the FI that can leverage a twin turbo setup...

If you do a deep search here Marty posted the original ad for the kit...and it had numbers on it of PSI and porjected HP.
It was not a huge leap but I think it was near 150hp for a bolt on modification.


Rich

I have a 4 channel monitor always hooked up in this car.
Hopefully this weekend I'll get to drive some distance and collect good data.

Porsche of Nashua car show on sunday....
Should be a nice day for a long drive..
Just about 2 hours from you...might be less on Sunday.

Rich

nice setup. i envisioned something real similar to this that i would like to do, either with the dual TBs or a single.

Worked on a few more details Saturday. Went for a hike on one of the Rails to Trails in Colchester, CT with friends today.
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