Just feeling out the group. Wondered if there was anyone removing an L-jet. Or if there were spare parts lying around. Kinda like a pay-it-forward thing. I have been on both ends of that deal. That is what most of us do from time to time.

I picked L-Jet cause that is what I have on my 75. I suppose I could learn the D-Jet system too. My bus has a 1.7 TIV.

Throw out some offers, let's see what is out there.

Thanks

Doesn’t help you I’m sure but I have a d jet system I’m looking to get rid of.

I'll check for some posts and ask around to see. Not sure why, but the L-Jet was used on the 1.8 engines and the D-Jet on 1.7 and 2.0. I think the 73+ buses use L-jet on the 2.0. Again, I will study up and reply back. Maybe someone will chime in here.
Thanks,
Clark

I have a few parts. A nearby member converted to carbs and left me with the 1.8 L-Jet FI; i’ve Used a few of the components. I can shoot a pic and email you (need an email addy)

I've installed the 1.8 L-jet stuff on a 2.0 and it ran great.

I have some L-jet parts, not sure what all is there but depending on what Jim has I may be able to fill in some gaps.

IMHO L-jet works best on something other than a stock 1.8.

I have installed L-jet on both 1.7 and 2.0 engines and it worked better than any stock 1.8 I ever drove.

Stock 1.8 had really low compression and it made the engine and system really sensitive to vacuum leaks, particularly at idle. Too lean at idle and you get intake backfires that ruin your AFM.

IMHO, L-jet is a newer and better FI system that D-jet.

Jim

interesting. I made my 914 1.8 engine into a 1911 with a cam from type4store and a recommended CR of below 8. I do experience idle issues and sensitivity to vac leaks. So how low a CR are you talking?

Looking for L Jet parts myself

Anyone know the differences between a bay window and 914 control box programming?

Here are pics of what is available I may have a few additional small parts, but this is what I could see.
AFM not included, but they available used or reman

Asking $500 + shipping

Good question. But i would ask why would there be a difference. I am sure there is tho.

I would think that the motors are going to be expected to do different things ie heavy push and light higher rev???

That FI system is missing a major component if it is L Jet

Let's play that game.

I see 2 parts missing......

Dual Relay, and the 4 little cigarettes.

AFM

Thanks for noticing: I have the resistor pack and a dual relay. The AFM needs to be sourced; peeps that converted to Carbs are good sources

Clark -
I'm 95% sure I'll be going with carbs (and a different motor) on mine. No guarantee anything is fully functional (other than the throttle body!), but you are welcome to the FI setup from mine.

If Malcolm doesn’t want it I am very interested.

Stock US 914 1.8 is 7.3:1 compression ratio (new before wearing out).

Euro 1.8 is 8.6:1 (carb'd engine)
Early 1.7 is 8.2:1
US 2.0 are 7.6:1
Euro 2.0 are 8.0:1

All L-jet engine are sensitive to vacuum leaks, leaks mean lean mixture on L-jet

On D-jet vacuum leaks actually cause rich running because the MPS see lower vacuum and assumes more load on the engine.

L-jet "measures" the air going into the engine a supplies fuel for the amount of air going in. If it doesn't measure all the air it does not add enough fuel for the air.
By today's standards it is a crude system but in 1974 it was a new state of the art system and D-jet was old school.

Jim

Jim does the harness have a 6 or 7 pin AFM connector?

I'll try to look and see if I have any AFM's that might be any good.

Jim

It's a 7 pin connector for the AFM