Cam Swap, Engine All Together Options

[dereknlee]

I have a decision to make and could use some advice. My 1.7 engine was completely re-built into a 2 liter in 2012 by a local shop. At the time the plan was to run 40 IDFs so a Webcam 86 (00-152) cam was installed. My 914 hasn't driven since 2008 and has been an on-again/off-again project ever since, so the rebuilt long block has never run.

Well the 914 project is back on again and in the intervening years I've decided to stick with D-jet. I talked with Webcam, they said the 86 grind isn't too different but that they recommend a 73. And they generously offered to exchange for the cost of shipping (assuming the cam condition is as new).

Swapping the cam is a bit intimidating as a project, but I have some engine rebuild experience and have done enough wrenching that I think I could muddle through.

My questions are as follows:

1) If in my shoes would anyone not change the cam? My consensus from searching this forum is that the 73 is the grind to go with for injection and 86 is for carbs. But the conversations are usually had while someone is doing a rebuild anyway and looking for the optimal cam.

2) Is there a minimally invasive way to get to the cam, or should I just follow engine rebuild instructions and pull everything apart? Haven't found anything in my searches on this or other forums to suggest there is any option here.

3) Should I really just have a shop do this? The warranty on the rebuild has long expired. But the possibility for mistakes that could take down the otherwise good rebuild abound (or so I fear). Are there any steps in this process that require experience or special tools that someone who is book taught on this process is likely to mess up?

Here's a picture, because walls of text are boring:

(IMG:http://www.914world.com/bbs2/uploads_offsite/www.thesamba.com-14259-1587828462.1.jpg)

Thanks!

-Derek

[bbrock]

I'm no expert on this but I know I've read several times that D-Jet is good up to a 2056 engine. I'm in a similar situation as you. Thirty years ago I got tired of being stranded by a worn out D-Jet system in my 73 2.0L. The engine was due for a rebuild anyway so I tore it down and rebuilt the bottom end bone stock except with Euro spec pistons and a carb cam to match a pair of Webers purchased at the same time. Life happened and 30 years later, I'm just now at the point of finishing what I started. If I started today, I would have refurbished the D-Jet but given I have the carbs and the cam is already installed, I'm going to run with them for awhile. Maybe I'll tear it down and swap cams at a later time but that is TBD.

[Bleyseng]

I'm no expert on this but I know I've read several times that D-Jet is good up to a 2056 engine. I'm in a similar situation as you. Thirty years ago I got tired of being stranded by a worn out D-Jet system in my 73 2.0L. The engine was due for a rebuild anyway so I tore it down and rebuilt the bottom end bone stock except with Euro spec pistons and a carb cam to match a pair of Webers purchased at the same time. Life happened and 30 years later, I'm just now at the point of finishing what I started. If I started today, I would have refurbished the D-Jet but given I have the carbs and the cam is already installed, I'm going to run with them for awhile. Maybe I'll tear it down and swap cams at a later time but that is TBD.

I have had my 2.0L car running Djet since I put it back on since 1998. It has failed once with a dead CHT in my driveway! Worn out parts hmm- you can buy new 123 dizzys now, injectors, rebuilt MPS's, etc... What the heck failed you all the time?
There are still 2.0L Djet setup's out there for someone to install on their car to make it "original".
I still have yet to drive a Megasquirt 2056 that runs as strong as mine. Do your homework as there are soo many possibilities..

[bbrock]

I'm no expert on this but I know I've read several times that D-Jet is good up to a 2056 engine. I'm in a similar situation as you. Thirty years ago I got tired of being stranded by a worn out D-Jet system in my 73 2.0L. The engine was due for a rebuild anyway so I tore it down and rebuilt the bottom end bone stock except with Euro spec pistons and a carb cam to match a pair of Webers purchased at the same time. Life happened and 30 years later, I'm just now at the point of finishing what I started. If I started today, I would have refurbished the D-Jet but given I have the carbs and the cam is already installed, I'm going to run with them for awhile. Maybe I'll tear it down and swap cams at a later time but that is TBD.

I have had my 2.0L car running Djet since I put it back on since 1998. It has failed once with a dead CHT in my driveway! Worn out parts hmm- you can buy new 123 dizzys now, injectors, rebuilt MPS's, etc... What the heck failed you all the time?
There are still 2.0L Djet setup's out there for someone to install on their car to make it "original".
I still have yet to drive a Megasquirt 2056 that runs as strong as mine. Do your homework as there are soo many possibilities..

Remember, this was over 30 years ago. It was the 80s. There was no Internet and for sure nobody near me that knew anything about these fuel injections - not that I had any money to pay them if there were. Hell, the last tank of gas I put in that car was leaded!

But to answer your question, it was usually wiring that left me stranded although I did spend a lovely afternoon in Texas diagnosing an advance weight spring that had flown loose from the dizzy. Another time it was the injector trigger points. Another hot day on the shoulder of I-70 cobbling a patch for a fried tach wire. Luckily I had a roll of electrical tape and extra set of points in the car. There was more wrong because even when it ran during the last couple years on the road, it didn't run well.

Back then, ripping the D-Jet off and installing carbs was what all the cool kids were doing so that's what I decided to do. I think a Weltmeister kit with brand new Italian made 40IDFs set me back less than $200. Much cheaper than getting the FI fixed at the time. Like I said, today I would have stuck with the D-Jet. Better info available, a little more money, better understanding of the advantages, etc. I still plan to go through the D-Jet and make it like new but since the carb cam was sealed in the case decades ago and I have the carbs, I'm running with them for now. Going back to D-Jet will be a project for the future. I've had enough on my hands bringing this rust bucket back to life.

[dereknlee]

I've had enough on my hands bringing this rust bucket back to life.

I've read through every page of your build thread since re-starting work on my car this month. Amazing work, I'm in awe! I really appreciate all the detailed info on almost every facet of the build, it is a great resource for those of us following behind with our own projects.

-Derek