F/I conversion

[Joe Browne]

I have a 1.7L motor in my 73 and i have a 2.0 F/I. What i want to do is install the 2.0 system on the 1.7 I am wondering if the 2.0 distributor will work for this or not?
Im gonna be using the 1.7 intakes with the 2.0 injectors. any help is greatly appreciated

[JP Noonan]

Oh it's a small world....

I had a 72 1.7L motor with the following 2.0L components.
Brain
Harness
Dizzy and points
Intake box
Throttle body

The 2.0L injectors were shot so I used the 1.7L injectors and the following 1.7L components.

CHT sensor
Pressure sensor
Plug wires (different than the 2.0L)
Fuel press regulator (same on all D-Jets as far as I know)at 32 psi.

A few things about this setup. Most of it came off a 1.8L parts car (1.8L motors come with L-jets) with a blown motor (seemed like the motor was run without oil by the look of the spun bearings). So I can't tell for sure what year the 2.0L setup was. Near as I can tell from some of the part numbers it was a 74 setup. I always had a problem with a high idle, even after changing all the vac lines, inj seals, and intake boots. I guess this was from the throttle body being too big. I never did a air/fuel ratio test so maybe it was from too lean a mix? Anyway I recomend the D-Jet article on the 914 fans web page, under tech references. I also suggest that after installing this setup to tune it useing a mixture meter of some sort (PP has a tech article on how to make one). The setup gave me about 1000 miles (changed to smaller tires so the odo didn't work) with no problems, even though I didn't really tune it properly.

I did this convertion (hack job) because the 1.7L injection was pretty far gone (mice ate the wires) and I had the 2.0L sitting around. However I would say that the stock 1.7L setup is probably better for a stock motor, unless the motor has bigger jugs and/or bigger vavles. Just remember certain components support ecach other. The pressure sensor and CHT sensor are closely tied together and to the engine. I tried putting a 1.7L pressure sensor on a 75 2.0L (mixed them up) and the car barly ran and smoked badly. I put on the right sensor and it ran fine.

[Dave at Pelican Parts]

You should be able to use much of the 2.0 stuff if you really want to.

However, the 2.0 setup is calibrated to put in enough air for a 1971cc motor, not the 1679cc motor. You *will* have to do some tweaking to get it to run anything but very rich.

The two main things, I would think, would be the fuel injectors and the MPS. I would guess that, if you use the 1.7 injectors and MPS, you would be reasonably close to the right fuel:air mixture.

You may very well run into problems getting the 2.0 intake runner pipes to fit on 1.7 heads. The 2.0 versions are set up for 3 intake studs, while the 1.7 ones are setup for 4 studs. Not sure if the 1.7 pipes will fit the 2.0 manifold.

The ECU is the same part number for the 73 1.7 and the 73 2.0, so that should work close to OK. (Later ECUs are different, but hopefully close.)

Most of the wiring connections are the same to my recollection--the one that I would check, though, is the throttle position switch. Check Haynes or Pelican's wiring diagrams, and see if the little numbers next to the TPS symbol get the same wires or not.

The Head Temp sensor (Temp Sensor II) is pretty close for all the 914s. The resistance ranges from 1500-1700 ohms when cold, which isn't that awful much. Or at least that's the case with brand-new HTS you can get from the dealer today.

--DD