Re[2]: D-Jet hop-up (sort of)

[Toby Erkson <Toby_Erkson@ccm.jf.intel.com>]

Unfortunately, FI is designed around the engine and isn't flexible to *engine* 
changes (it's flexible to *environmental* changes).  The cam and cylinder volume
are two major items that are changed when building a bigger engine but that 
cannot be changed in a FI setup.  The intake runners would also become an 
obstacle higher up in the rpm as they would restrict the air intake into the 
cylinders (take two soda straws, tape them together and breath only through 
them, not really hard, correct?  Now go run a mile, breathing only through 
them...not easy, huh?).

Also, larger injectors would be needed to flow the necessary amount of fuel to 
properly fill the cylinder with fuel with the correct air ratio.  The Type IV 
has D-jetronic for 1.7L and 2.0L engines (Bus, 411/412 and Porsche 914).  The 
Type IV L-jetronic system was on the 1.8L only and, though it is a better 
system, it is also a little more 'touchy' (really gotta watch them vacuum 
leaks).

     Toby Erkson, air_cooled_nut@pobox.com
     '72 VW Squareback 1.6L bored and stroked to 2.0L
     '75 Porsche 914 1.8L
     Portland, Oregon, http://www.geocities.com/MotorCity/8501/

______________________________ Reply Separator _________________________________
Subject: Re: D-Jet hop-up (sort of)
Author:  type-3-errors@umich.edu at SMTPGATE
Date:    11/12/97 3:06 PM

What size engine is the stock T3 FI induction system good to??
I've seen people hack up their decklils putting on Progressives and using
the stock manifolds but how many horse can you get from it?? Are the tubes
really big enough to get the most from a 1776??

If not what options do we have??  I think this is the only real obsticle to
hopping up the D-jet.

And YES!!!  we need a Guinea pig on the list for the the system Greg mentioned.
If they make it SOMBODY must have ordered it, where are they??

 Trying to improve the injection by a "NOTCH"

Keith