I have been told I can put L-jet onto a 2056.

here are some issues I am running into I would appreciate any input so I can get this thing in that car and run it.

Original motor is a 2.0 so the Heads have 3 bolt intake so the 2.0 intake runners don't seem to line up perfectly with the L-jet plenum.

I can get the rubber coupler on all parts but I am concerned about potential vacuum leaks due to the misalignment.

Has anyone else dealt with these issues? what did you do?

Jeff

search for the thread that rootwerks did on the 2.0 l-jet he did.

I think he drilled new holes in the l-jet manifolds

I have a 2056 w Ljet. It does however, have 1.8 heads on a 1.7 case. There would be a need for adjustment for the runners as the plenums are different....

Joe

here is dans thread.
the L-jet conversion starts at page 6, post 117.

http://www.914world.com/bbs2/index.php?sho...&hl=drilled manifolds&st=100

thanks guys

This is my solution for the same problem.
3 bolt 2 liter heads, 1.8 L-jet plenum, 912E runners modified to achieve better alignment. Only the 3-4 side needed to be cut and weld adjusted. I plan on using slightly longer than stock connection tubes to span the plenum to runner gaps.
Marty

Could you just use a stock 2.0L D-jet intake system including the throttle body, then figure out how to duct a 912E AFM?

I had a harness customer adapt 2.0L D-jet FI onto his 2.0L L-jet 912E, the opposite should be achievable

Can you use the 1.8 liter runners, just drill them for the head studs?

I'd look at using Bus runners and plenum, and drilling the flanges to 3 bolt to match the heads. Note: I haven't tried this, and have no parts laying around to try this. Also, be aware that L-jet HATES camshafts other than stock, although Jake's cam should probably work.

The Cap'n

I should have added that I've got a 9550 cam in it. Warm up is the only issue. Then it's all good...

I think this is the quickest and simplest fix at this point.

I have Raby's new 9590 cam so we'll see how it does with L-Jet.

I have a D-jet system but don't know if it is working or not, plus the l-jet distributor is set up with pertronix.

Do what Marty Yeoman did to the plenum so the fittings line up better and get some silicone hose from McMaster so you can cut slightly longer connectors.
If you know how to tune L-Jet it will tolerate quite a bit of cam.

You can't just drill a new hole for the third stud when trying to mount 1.8 liter runners onto 2 liter heads. The outboard stud spacing is different on the two designs. There's a thread with pictures here somewhere. The 2 liter outboard studs will breakout on the 1.8 runner casting. Not a good idea.
Marty

Worst case, just use the 2 liter runners and cut them an inch or so off the curve and use a second set of hose to make them line up to the 1.8 plenum. However, I have seen more than one thread here where folks drilled the third hole in the 1.8 runners and it apparently worked.

Marty, what do you mean that the outside studs will "breakout". Not disagreeing with you, just asking.

If you drill out the 1.8 liter flange where the outboard 2 liter studs reside, the holes will be so close the the edge that they will "breakout" over the edge of the flange. The number one rule of good design is to always keep the holes on the part.

OK, think I get you. I will go take some measurements, as I have both handy. Thanks!

Edit: I thought that I had both to measure, as I have a 2.0 out on the stand, and I thought that I had some 1.8 gaskets laying around. Couldn't find the gaskets, and the car with the 1.8 is in the shop, so I will take your word for it.

you will like it. i have done a few. everything you need has been posted in THIS thread. works great with 1.8 heads also. small valves slightly more lift, nice low end pull. carbs suck, EFI is sweet