I see no reason for an aftermarket distributor such as a Mallory or MSD not being able to work with the L-Jet, my biggest concern is whether or not a CDI such from MSD or Mallory would cause issues.....

I know the L-Jet is the step-child FI of the 914 world, but I thougth someone might have played with it at one time with good results

BTDT....

The problem with using MSD on the L-jet is the signal that goes back to the FI from the coil. THe MSD confuses the computer, making it think that the engine is running way too high of RPM. The solution is to use the tach output of the MSD to run the FI and the tach.

Other than that, it works fine.

so you got the package?

b

After rebuilding the Westy 2.0L with the Ljet, I really don't see why more don't use it on 914's. Throttle response is good, and the motor runs nice.

I have always thought the 1.8's were underpowered, but a good starting point to make into a 2056!

Adjusting the AFM is pretty easy using a LM1 meter to recalibrate the AFR on the Westy due to a cam change. Same would be true on a 914.

thanks Clay, I had you in mind when I posted the question

the multispark of the MSD is what worried me, I forgot about the tach output....


Britt, no package yet, just doing a little bit of planning

Geoff, I too like the L-jet, I've had it on a stock 1.8, a 1911 and a 2.0 with higher compression and thought it was a great system. Only problems I had was with the dual relay, bought a new one and fixed the problem.

I'm keeping my Link FI for a future engine build....

The best part about Ljet is the lack of the MPS!!!

The worst part is the AFM's are pricey!


I haven't compared the 1.8L 914 ones to a 2.0L bus one but I wonder about the differences? Does the bus one have a bigger diameter? ie more airflow?


nope, I checked part numbers and the bus ones are the same part number with a "A or B" on sale for a $149 rebuilt.

But the 2.0L TB is larger than the 1.8 TB.