1.8L vs 2.0L fuel injectors Options

[Geezer914]

I am planning to rebuild my 1.8L to a 2056L using the stock L jet fuel injection. Can you replace the 1.8 injectors with the 2.0 injectors? Would there be an avantage in performance?

[SLITS]

Sorry Cap'n ... my spec sheet says all are low impedance (2.5 ohms) as I remember. Just another case of mis-information as I don't know the voltage of each.

Regardless, the 912E and Bus injectors are low cc/min also. I would assume that the ECU lengthens the pulse width to accomodate proper fuel delivery for the size of engine.

[JamesM]

Sorry Cap'n ... my spec sheet says all are low impedance (2.5 ohms) as I remember. Just another case of mis-information as I don't know the voltage of each.

Regardless, the 912E and Bus injectors are low cc/min also. I would assume that the ECU lengthens the pulse width to accomodate proper fuel delivery for the size of engine.

This is correct, electrically they should be pretty close but flow is way different. I was under the impression that L-jet adapted pretty well to displacement changes so I am not sure why you want to switch them, even if you were going for big power I would think the l-jet intake would limit you just as much as the injectors would. L-jet injectors are still available new and the locking connector is a lot nicer then d-jet stuff, I would chose the l-jet injectors for pretty much all custom applications. The 2.0 injectors are huge for a type 4. On a properly setup system you would maybe be at 50% duty cycle max. Even on a fully programmable system the only thing you would get is an idle that is harder to tune.

[Mark Henry]

Sorry Cap'n ... my spec sheet says all are low impedance (2.5 ohms) as I remember. Just another case of mis-information as I don't know the voltage of each.

Regardless, the 912E and Bus injectors are low cc/min also. I would assume that the ECU lengthens the pulse width to accomodate proper fuel delivery for the size of engine.

This is correct, electrically they should be pretty close but flow is way different. I was under the impression that L-jet adapted pretty well to displacement changes so I am not sure why you want to switch them, even if you were going for big power I would think the l-jet intake would limit you just as much as the injectors would. L-jet injectors are still available new and the locking connector is a lot nicer then d-jet stuff, I would chose the l-jet injectors for pretty much all custom applications. The 2.0 injectors are huge for a type 4. On a properly setup system you would maybe be at 50% duty cycle max. Even on a fully programmable system the only thing you would get is an idle that is harder to tune.

L-jet injectors have limited flexibility when it comes to custom injection because they are saturated injectors, that's one of the reasons PEFI manufactures tend to favour high impedance injectors or peak and hold low impedance.
I've used 914 D-jet injectors on a couple of SDS equipped T4's with no idle issues, my teen ran at >35% duty cycle at idle.

My SDS has L-jet style connectors and they plug into D-jet injectors no problem.