L jetronic to Carb converion?

[block]

Are there any pitfalls to be aware of when changing a L-jetronic car over to carbs? Is it about the same as doing a spica motor over? Yes, I know it is a step backward but it is for a 71 GTV after all. I located a good deal on a low mileage engine out of an 88 spider. Don't want jetronic in this car nor would it be allowed in it's eventual intended purpose of doing some vintage racing.

[Greg Gordon]

I don't think there are any serious pitfalls. I have done this, but it was a long time ago. Of course I have to mention that I am generally against going from injection to carbs, although I do love the sound of carbs, and if you need them for some class of racing, then it makes sense.

Greg,
hiperformancestore.com

[block]

Thanks Greg! I am going to look at the motor tomorrow hopefully it's all it is stated to be. I do love the hassle free and rather easy to trouble shoot nature of the l jet but it will not fly on a GTV running in the VSCDA.

[Tifosi]

You'll need it all from the maniold out as the L-jet version won't accept a carb conversion bolt up. (there's differences in the T-stat housing too, which may or may not get in the way)

2nd on the list is the proper manifold to head gasket as the water passages in the L-jet are radically different. If you're using a pre-82 manifold, get the gasket for that, not the L-jet. (head ports are the same, it's the manifold that has the differences)

The two centermost top studs on the head that hold the L-jet manifold on will likely have to be changed for longer ones.

You'll need some type of free standing ignition too as the L-jet Motronic unit won't function without the ICU and sensors. (retrovert to a points dizzy or pop in one of the several optic or whatever types. A coil change might be in order too dependingon if you're running an internal, external or no ballast resistor)

[block]

Great info Darren. I have seen some euro manifolds on ebay as of late. I assume that would be the easiest way to get carbs mated to the head. I imagine I will use some sort msd / crane type ignition. Of coarse, points I understand...

One last question, do I need to worry about the VVT?

[Tifosi]

Not really.

There's all sorts of VVT-less cams you can get that'll drop right in with no problem, and once you get away from the L-jet, there's all sorts of hot cam options available.

If you can't come up with a VVT-less cam cover, all you need do is remove the plunger from the VVT cam cover (don't drop it inside when taking the cover off BTW, tip the back up, then shuffle the cover forward a bit before lifting it off) and the solinoid bracket from the outside and you can then fab a bit of plate metal with holes to match the threaded holes in the cover, make up a gasket, and bolt it on.

Coversely, you can leave the VVT in place and connect it to a toggle or TPS so that it can be activated. (or go back half a generation and go for a inertia operated VVT)


In any event, I'd not leave the VVT in there unless you do indeed intend to use it.

If it doesn't get activated, you'll be running around with the cam set at an 11 degree retarded angle all the time.

[block]

Yes, cams are on the short list before installation. Bye bye VVT...

[Tifosi]

Oh, one other important thing I forgot:

Depending on manifold, you'll prolly have to grind a bitt off the 'lug' on front corner of the head to get the manifold to fit flat.

See attached: