CIS to L-Jet?

[XLR8928]

Just talking to Mike this AM, and I got to wondering...Can Euro 4.7 CIS motor be
converted to L-Jet injection?. I wondered if the CIS intake spider is compatible to the MAF and TB of the L-Jet?.... Visions of massive wheel spin float in my head

[Danglerb]

Three different systems, Euro S cis, Euro S LH, and US L.

What is best is if you match the injection to the wiring in the target car. A US 1980 is Ljet, electronic injection with a simple mechanical air flow meter.

If you drop in a cis motor getting the motor to work will be easy, getting the car to like it, turn on the fuel pump, tach work, etc. will take some electrical work.

If you drop in a Euro LH it may be possible to make the Ljet fuel injection work. Euro S intake, but with US Ljet injectors, air flow meter, and brains. Its something I have been thinking about doing with the US 83, but haven't yet.

Converting the Ljet to the LHjet is a bear of an electrical job, but can be done, I've seen it. Advantage is you can use a MAF instead of the restrictive barn door mechanical air meter, and its possible to sharktune a LH brain, which is kind of essential for real power.

[MPDano]

Well, I've done it the other way. My long block is actually a rebuilt US 82 with the EFI stuff, I just yanked off all the EFI stuff and re-used my CIS stuff and it works like a charm. I know this doesn't answer your question, but thought I would throw it in there.

[toofast928]

Never herd anyone wanting L jet but if you desire I have all the components.
The CIS intake runners will not accept L-Jet injectors, but a injector bung could be welded on.
Why not just convert to Megasquirt or Haltech?

[Danglerb]

Its not a question of wanting Ljet, its a question of what is the car already wired for, and what will do the job with the least amount of work and have some measure of reliability and serviceability. Changing the factory installed controls make a car less reliable and harder to service, plus its a big job to start with.

Megasquirt and Haltech could be dandy, maybe in a few years when a dozen cars have worked out the bugs of running them on a 928. Right now I don't think they serve a useful purpose other than transferring money from customers to mechanics.

Swapping everything but the fuel and spark systems is easy, but an essential part of making power is the intake and air metering system with associated controls. Putting a Euro S motor in a car and keeping the restrictive US intake and air meter would end up with MUCH less power.

The trick is to pair up compatible systems that can be intermixed, or upgrade engine, intake, and controls, which is a much bigger job than keeping existing controls and mixing the Euro LH intake with US injectiors and air meter.