Here it is posted on my forums. You have to register and be granted access if you are not a current member.

This is a hot topic with a multitude of misunderstanding surrounding it. I hope the article answers all the questions that are posted here on the forums and end up being emailed my way for clarification.

Feel free to post replies/ reviews here or on my forums, where the article is posted.

Jake's 1.7> 2.0 conversion article

I am creating a video (DVD) on this topic for more visual aids and better, more thorough information (the article is actually most of my script for the video)

Dead link, why not just post it here?

Fixed the link...

link worked for me

That's because I fixed it.

After having my tech articles stolen in 2004 by Stromberg I must now seriously watch how and where I post intellectual property. When users sign on to my forums they are required to accept my rules and regulations governing items like this tech article. If the article should fall into the wrong hands and end up on someone else's website (like what happened in 2004 word for word) I will be able to use the legal system to my advantage much more effectively.

When I post something ehre on these forums, or anyone else's forums it becomes their property and I lose my ability to contriol how it is used in the future...

Thats why the article is posted on my online community....

Link worked but thew site wouldn't let me register.

Thats odd, what message did it give you??? I signed up 40 new members today and I don't believe anyone had any issues..

Awesome article! My goal (1975 1.8L) is to get has much HP but maintain FI. How much HP is realistic and could/should I convert to D-Jet from l-jet?

As always, thank you for your considered opinions.

James


PS on the sign up I had problems with the referrer. I tried to enter 914world and Jake finally left it blank and it worked.

Cool.. Glad you got in..

The threshold for stock FI performance is 115 HP and I have a "safe" combination that is proven to make this reliably. There is a current thread on the subjsct on my forums now-

So how would this compare to an original 6? I am trying to get a reference point for 35% increase in HP. Is it a more nimble 6? Where do you feel the difference?

Regards,

James


Does anyone in the Bay Area have something like this that I could catch a ride in and experience a 115 HP teener?

If using 1.8 heads and carbs for this conversion, do you need to change the intake studs from 4 to 3, or in other words, are all intake runners for carbs 3 bolt? If so, do the outer 2 studs stay put and the inner two removed ad replaced with one?

If using L-Jet, are there any adjustments or modifications that need to be made to it?

i don't think so. in fact, i remember seeing a set of intake manifolds with 5 holes drilled so that it would fit both a 1.8 (4 studs) and a 2.0 (3 studs). it may have been drilled by the owner but.....

an option if using 1.8 heads with d-jet is to get a set of intake runners that already have the 4 hole. the size of the runners are the same for 1.8 and 2.0.

The only heads or runners that have 3 studs are the 2.0/914 components.

If someone used 2.0/914 heads for their conversion from a 1.7, they would need the matching intake runners.

If you stick with the 1.8L heads the 1.7 runners will work, but they are smaller- the 1.8 runners are larger and still bolt right up with the same bolt spacing.



Do some searches.. You'll find many people who have used my components to build these 115HP engines that still use the factory EFI.

This article was for guys converting a 1.7/1.8 OE engine into a 2.0 engine. The interchange of components and the reasons why things are swapped was my only objective.

If you want to compare a 2.0/6 to a 2.0/4 that is an entirely different topic.

Jake......Why is it that I can't get into any of the forum/threads on your site by following your link? I set up an account the other day.

Your permissions may not be active yet. Did you click on the link that my site emailed to you? If not you can't post as the account registration is not complete yet.

The 2056 is quicker in the low revs as it has more torque there than a six but a six also revs to 6800 rpms with hp so you drive a stock six differently. Longer between shifts as you rev it out . The four you shift at 5000 rpms as thats where the power is...and it feels quicker to me with less engine weight. The stock six has carbs too so its louder and just a different feel but a 2056 with FI (Djet or Ljet) has really smooth power thru the gears.....