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Join Date: Aug 1999
Location: Sunnyvale,Ca,USA
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putting 1.7 injection on a cammed 2.0L with race 1.8L heads

How much adjustability is there and what are the differences in the 1.7 verses the 2.0 Fuel injection setup? I have a 1.7 injection setup from my old motor. My new motor is a 2.0 with 1.8 heads so I can still use the stock runners. Another problem might be the cylinder head temp sensor. Also I am currently running a single 44 weber with a crappy intake. This is my daily driver so I need it to be reliable. Any help would be great.
Old 10-12-1999, 12:47 PM
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BTW the cam is a web street perf. cam with .423 lift and 270 degrees of advertised duration.
Old 10-12-1999, 12:50 PM
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Not to good with cam figures, call WEB and see if they say the cam is FI compatable. If they say "it's possible but not recomended" they it probably isn't a good idea. Ask them what the ideal fuel system would be. I'm guessing the cam will be the limiting factor.

If the cam is O.K. the 1.7L FI needs to be modified.
1. The MPS must be recalibrated, or one from a 2.0L must be used (but considering you have a non-stock cam it will most likely need adjustment also)
2. The throttle body is a little on the small side for a 2.0L, it can be bored out, but a 2.0L would be better. Which means you also need the 2.0L intake and air filter.
3. There should be a CHT boss in the head. If not one can be drilled and tapped pretty easily.
4. The 1.7L injectors don't flow as much as the 2.0L ones, but by bumping up the fuel pressure you can compensate for that.

The best route, would be to use a FI specific cam (the stock one is very good) and a 2.0L intake, TB, MPS, air filter housing, and CHT sensor. The 73 1.7L brain is the same as the 73 2.0L brain the 70-72 1.7L brain 'might' work, I don't know for sure.

I hate to say it, but with a non-stock cam, and head work, your best option may be to get dual carrr.... carberrrrr.... I can't bring my self to say it, but dual webber 40's (44's are probebly too big, ask WEB) would do the trick.
Old 10-12-1999, 02:41 PM
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The examples that Kjell Nelin used in his D-jet tuning article were (at least some of them) from his tweaking his 1.7 D-jet to work well on a 1.9L motor. The 2.0 shouldn't be that much more tweaking.

Take a read and see what you think. http://www.914fan.net/djet.html

--DD
Old 10-12-1999, 05:08 PM
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Can I upgrade the injectors to higher lbs. per hour rating and up the pressure in the system? How about modifying the ecu(other than changing the idle mixture)? If I bore ou the throttle body what would be a good size? Thanks for you input.

------------------
Quote:
THE NIGHT TIME IS THE RIGHT TIME

***AGENT 009, JAMES BONDO***
Old 10-13-1999, 11:13 AM
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The 2.0L injectors are a direct replacement, but the 1.7L aren't usable as cores so you need to buy new ones ($60+ a pop) or some good used ones (no such thing ). I'd try the 1.7L injectors, if they are in good shape, and just bump the fuel pressure to 32-34 psi.

Boring out the throttle body is probably more trouble than it's worth. I only metioned it in case you had cheap access to a machine shop. The 2.0L TB and intake would be more cost effective.

The ECU can't modified (unless you work for NASA or something, right Dave?) like newer computers, there isn't a PROM chip. You can hovever modify the information the sensors give the ECU (read the D-Jet article DD has a link to).


quote:

Elwood says with somber realization: "Uhhh-Uh-Oh"
Jake responds inquisitively: "What the Fudge-Popsicle was that?"
Elwood, in an attempt to calm his brothers obvious anxiety says: "The motor, we threw a rod."
Jake, puzzled, asks his brother about the finer points of mechanical engineering: "Is that bad?"
Elwood replies with a complicated dissertation: "Yep."
Old 10-14-1999, 11:59 AM
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