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Decisions, decisions
Posted: Sat Jun 28, 2008 11:52 am
by Blitzkrieg
Hey guys. Blitz needs help again
The engine - 1800 Type 4 - Still standard (for now)
As I can't afford to do a full blown Gotech EFI conversion for now, I have the following options for fuelling the beast.
Option 1 -
A set of 36DRLA's, suitably jetted, using IMPI manifolds, as fitted to Eben's 2,0 Type 4.
Option 2 -
A Digijet system from a 2,1 WBX engine, using the Type 4 EFI manifolds.A lot more hardware is required, if you compare it to the carbs.
Option 3-
Dual Weber 36 DCDs, again suitably jetted for the 1800.
Option 4-
Dual Weber 40 DCNFs, on custom manifolds, jetted for the 1800.
What are the pros and cons of each?Which one would be the better option?Looking forward to hearing various opinions here
Re: Decisions, decisions
Posted: Sat Jun 28, 2008 11:55 am
by Pine
Option 2 -
A Digijet system from a 2,1 WBX engine, using the Type 4 EFI manifolds.A lot more hardware is required, if you compare it to the carbs.
Stop a 2.1 Microbus taxi with a 3Y conversion in Pretoria, and ask the driver what they did with the original engine and EFI. There are A LOT of them..
R 700 - R 1000 cash in hand, and you might just get lucky
Re: Decisions, decisions
Posted: Sat Jun 28, 2008 12:01 pm
by Blitzkrieg
Pine wrote:Option 2 -
A Digijet system from a 2,1 WBX engine, using the Type 4 EFI manifolds.A lot more hardware is required, if you compare it to the carbs.
Stop a 2.1 Microbus taxi with a 3Y conversion in Pretoria, and ask the driver what they did with the original engine and EFI. There are A LOT of them..
R 700 - R 1000 cash in hand, and you might just get lucky
Could the Digijet be modified (Dastek Unichip maybe) to provide support for a wilder cam (To get the 1800 to rev a bit )?
Re: Decisions, decisions
Posted: Sat Jun 28, 2008 12:09 pm
by Pine
I do not have the knowledge to answer that, over to Bugger and IMPI...
Re: Decisions, decisions
Posted: Sat Jun 28, 2008 12:28 pm
by Blitzkrieg
*Waits for the experts*
Re: Decisions, decisions
Posted: Sat Jun 28, 2008 8:42 pm
by Bugger
On your first post you post not money to do EFI Gotech and then you want to know if you can fit a uni chip later
the answer is yes but why spend R1800+- for a uni chip when you can from the beginning save 1 month or 2 longer and fit Programable EFI from the beginning
Throw all the other options out the window if you want to go efi coz et the end of the day the money you are going to spend on carbs and manifolds and the big money eater is jetting venturies etc
Find the efi manifolds for Type4 and do it right the way you really want to go from the begginning If you dont do it now you will never do it efi
Then the advantage is when you do make it 2L the mapping of the ECU can easily be modiefied
The motor that you get does it not come with std carbs if so use thaT TO get the car mobile and check if the motor is right now you go spend all the money on carbs for the time being and the motor if
what then
Re: Decisions, decisions
Posted: Mon Jun 30, 2008 10:12 am
by Blitzkrieg
I already have the Type 4 EFI manifolds.
I think the motor is missing one standard carburettor, I think that I should source another one, get the motor started and take it from there...
In the meanwhile, I think that I should start sourcing the 2,1 EFI bits.
Re: Decisions, decisions
Posted: Fri Jul 11, 2008 4:42 pm
by Blitzkrieg
Got my motor yesterday.
Both the carbs are there, they need attention though.
Plan is to get the 1800 started up in the coming weeks to see how the engine is...
I'm in the process of trying to secure a scrapped 2,1i engine that still has the EFI on it.
I also found an article from an old CAR magazine that has an engine tune up guide on a 2,1i. There's quite a comprehensive guide on the injection
Re: Decisions, decisions
Posted: Fri Jul 11, 2008 4:45 pm
by eben
Car magazine actually wrote articles like that?
Re: Decisions, decisions
Posted: Fri Jul 11, 2008 4:52 pm
by Blitzkrieg
Yes, they used to have service guides for cars dating back from the '70's...
Those days you could actually service your car at home.
These days........
Re: Decisions, decisions
Posted: Sat Jul 12, 2008 6:11 am
by IMPI
It is easy to up the rev range on the WBX. You just change one of the components in the box. find the info on the shoptalk forum. a wilder cam within limits is do able but dont if you plan a turbo. Turbo cams are ground on different parameters.
Armand
Re: Decisions, decisions
Posted: Sat Jul 12, 2008 9:14 am
by Blitzkrieg
Thanks IMPI.
Going to stick with the WBX injection for now on the standard engine, will go for Gotech once I start modifying the engine with a cam etc
Re: Decisions, decisions
Posted: Wed Jul 16, 2008 9:37 am
by Blitzkrieg
Was doing some digging and found this - An old post on IMPI's Fastback
IMPI wrote:I used those pistons so this may be a grenade engine>>>>>
I used 411 FI runners with a sleeve welded on to enlarge the runner towairds the WBX airbox the airbox needed to have the hold down tabs rewelded to suit the aircooled block the runners accepted the injectors just fine. I mated the Airflow meter to the engine using a 60mm 90 degree bend made from exhaust tubing
the biggest hassle was sorting the harness as no schematics can be found i cut it open and repositioned the wire lengths to suit my engine the distrubutor is from the WBx as well so is the coil the computer is next to the battery. the computer has been modified for 6800 rpm limit.The fuel pump is an in tank unit from a colt bakkie suitably modified. the engine is std except for a cam and those pistons.
As the brakes are not yet sorted i only took it round the block it feels strong but the cam may be too wild as there is revs but very little torque
Armand
WBX EFI - Here we come!
Pine, if you read this, what type of fuel consumption were you getting when you fitted a WBX injection on your Variant's engine?
Re: Decisions, decisions
Posted: Wed Jul 16, 2008 10:24 am
by Blitzkrieg
Yes, I've done it before. If you remove the injector,
carefully pry away the crimping with a side cutter - and replace the pipe with fuel-injection hose, with hose clamps on both sides.
The original Bosch D-Jetronic fuel injection is a bitch, though - difficult (read: close to
impossible) to get new parts.
Many Type 4s were fitted with twin carbs, but what might be an even easier/cheaper option is to source the fuel injection system of a 2.1i Microbus. I've fitted it to my Type 4 - it is a lot simpler than what might appear at first. Just ensure the harness is complete, and that you get all the parts - if I can think quickly of, the following
- petrol pump
- 4 x injectors
- relay box
- computer box
- throttle body
- airflow meter
- fuel pressure regulator
- harness
- electronic Bosch ditributor + coil + TCI unit
(A few years ago, I got the lot for less than R 1000). I also have copies of the original VW dealer service booklet for the fuel injection, so give it a try!
An old post that Pine wrote. This forum yields so much info
Re: Decisions, decisions
Posted: Wed Jul 16, 2008 10:42 am
by eben