Porsche 914 Fuel Injection

does anyone have actually tough information about what can be carried out on a 914 2.0 l with contemporary electronic motor management systems. Any energy increase and so forth . . This means, just how good could be the d-jetronic and distribuor compared to the most recent.
thanks

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I don't know anybody (yet) who has attended an aftermarket system on a relatively-stock 2.0, so I cannot answer you directly. Attempt me personally once again in 2004, when my 74 2.0 is EXEMPT from smog testing...

However, there are a few items to bear in mind concerning the D-jet FI system.

First, is makes use of manifold vaccuum whilst the major measurement of exactly how much fuel is necessary. This is not hideously innaccurate, but it is maybe not calculating what is required. To steadfastly keep up a fair combination, you need a specific mass of gas that complements a specific MASS of environment. (About a 1:14 proportion.) Consequently, measuring the MASS of atmosphere getting into the system will tell you very accurately how much fuel you will need.

2nd, the D-jet system squirts gas at two cylinders at any given time. One of these cylinders has its intake device orifice at the moment, whilst various other continues to have 1/2 of an engine transformation to go before its intake valve opens up. This can't precisely be perfect for gasoline atomization. Having something that can squirt the fuel at each cylinder right before or simply as the intake device opens up should lead to a significantly better burn. More power (most likely *very* little!), less emissions.

Third, D-jet operates in an "open-loop" mode. The FI takes an estimate at exactly what the perfect blend might be, and delivers that much gas. Contemporary FI sytems function in "closed-loop" mode. The fatigue gases tend to be sampled, plus the FI makes use of that sample to find out if the combination is just too wealthy or too lean.

4th, many aftermarket methods allow you to tune and program arbitrarily. If you usage of a dyno and a laptop, you are able to program the FI to give you ideal energy after all RPM and throttle configurations. You can easily tune it unless you strain your bank account, or unless you choose the rest of the power gains are way too small to make use of, whichever comes very first.

Eventually, some of the higher-end aftermarket EFI systems have ingition control. They have been genuine DME methods. Many have actually inputs for knock detectors, many of them have actually inputs for example per cylinder and can control timing on a per-cylinder foundation. This means you'll have more advance on spark time, providing you with more power. The DME will retard time if it senses knocking, hence keeping the motor from blowing itself up. And again, this might be all very programmable, hence allowing you to eat up copious quantities of dyno time having the last couple of HP our of engine.

The quick answer: they could do a lot, however it'll are expensive!

-DD

Dave,

Basically realize precisely, you may be stating that energy can probably be attained
by changing the gasoline injection but, in addition, that there may be less expensive techniques
of having additional energy.

Would you manage to make suggestions? What would be a good way to obtain a
couple of additional horses; I would like to retain the displacement and have now already
gone to euro-spec pistons and cylinders. Greater compression nonetheless? Is
there any way of pushing the redline up to get more energy on the market? Other
recommendations?

I'm not highly skilled during these matters - the first time We ever before took
a motor apart was final summer whenever I rebuilt my engine. Any guidance
is most welcome!

Kindest regards

Dave was kind adequate to report exactly what he thinks would be the best overall performance increases when you look at the various other post from the this BBS, entitled 2.0L Efficiency updates...

-Wayne

Just before fiddle utilizing the D-Jet read "D-Jetronic gas Injection the Porsche 914" on html. It informs you some methods to adjust and rebuild the D-Jet for "free" horsepower. Another thing I come across on 1.8 litre machines is the fact that L-Jet is swaped for a D-Jet at some point. One friend of my own had a 2.0L '73 ECU with a 1.7 force sensor and injectors that most likely came from a bus or 411 sedan. Therefore always have that which you believe you've got very first. This is completed with many of the "glossy" Porsche components catalouges or ask Dave Darling were their parts cross reference is posted and look your component figures( often you have to utilize Bosch sometimes VW p/n). We have heard about a "total" E.F.I. aftermarket device that offered for $800-$900, i do believe it was in quality. but the cash could by spent in other places with so much more reward.

You suggest, at the conclusion of your note, that various other can be done to enhance the
2.0Liter power that more is even more inexpensive than fooling around
with all the D-jetronic.

I've maybe not inspected however, but i will be certain that my D-jetronic is perhaps all
original. I am only the second owner and the car had been looked after by a
really capable fellow before we began fooling around along with it.

In any event, if you could detail a number of your thinking on what can be achieved
to improve energy, while keeping the motor tractable, I would personally apprieciate.
I assume my goal would be to have something similar to the energy the initial
sixes had.

We recognize this conversation might be better fitted within the various other publishing concerning 2.0 Liter motors typically, but Mr. Noonan published here thus I performed also.

Thank-you kindly.

Dear J,

Additionally, I happened to be not able to log on to the website you describe. Performed I miss something?

Thanks again.

Sorry concerning the target. I am brand-new as of this or just of low quality. The website is Tim's 914 fan web page go to the estinc website many wherein regarding page is a web link the the Porsche material. It also are achieved through Reagade Porsche club backlinks under Brians fan website and Tims lover web site. For this forum I'm not sure it is that stuctured. It had been my understanding that it really is an open forum however have actually a spot we must hold things in certain catagoried. Any ideas from Wayne?
At the conclusion of my message the things I meant was that you will not get a good benifit from switching a stock 2.0L to a aftermarket F.I. as long as you have got a radical cam or large displacement the stock D-Jet couldn't manage wouldn't it make sense to update the F.I. The money could be better allocated to D-Jet compatable performance cam, adjusting the D-Jet ( read that article ) and a whole tune-up. While swaping cameras it is a great time to rebuild the entire motor. Euro pistons, a three perspective valve work, brand-new springs...