- My 1.7L engine was originally built with an aggressive carburetor cam, 8.5:1 compression, fresh heads with smoothed ports, all rotating parts balanced, SSI exchangers and Bursch extractor, Crane HI-6 Ignition, Bosch 050 distributor and 40 IDF Webers. All in all, the little 1.7 would perform like a stock 2.0L.
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- The Webers were dialed in correctly and ran well on this engine. However I always wanted the smoothness and consistency of fuel Injection. The stock D-Jet system would not tolerate the cam, so that was out. Aftermarket electronic Fuel Injection systems
cost up to $2000 +. Expensive to say the least.
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- I found Miller Fuel Injection http://www.millerfi.com/ on the web, a company run by Gary Miller, that specializes in Bosch CIS conversions on VW Type 1 engines. Gary had not yet completed a 914 Type 4 installation, but did have a kit laid out for the
conversion. After a 2- hour phone conversation with Gary, I felt that he really understood CIS injection and that this set up could work nicely on my 914. Gary and I felt that the CIS could handle my camshaft and that plenum volumes could be adjusted if necessary to make things run smoothly. Gary and I decided to work together and turn his Type 4 design into a functioning kit.
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- The installation on my 914, the first by Miller FI, took approximately 20-hours to install. Most of this time was spent on the actual layout. The components are laid out in a neat straightforward manner. Modifications were kept to a minimum. I am forwarding all of my notes and templates to Gary to use in his 914 kit. The kit should probably take 8 to 10 hours to install neatly with updated instructions and brackets.
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- Overall, the 914 run’s fantastic out of the box so to speak. The modified D-jet plenum and manifolds are perfectly sized for these engines. Throttle response is quick and smooth. Acceleration feels strong, smooth and linear. The performance seems equal to the Webers, only smoother. The O2 sensors shows a slightly rich mixture, approximately 13:1, throughout the entire rpm range. Idle is clean and choppy due to the camshaft which works fine with the CIS.
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- Final tuning is still underway. Cold starts are quick and easy with the CIS. Hot re-starts are another story. The 914 can be difficult to re-start when hot. Heat transfer to the injectors may be causing the fuel to boil and creating air in the lines. Some corrective actions that will be tried are phenolic insulating washers on top on the manifold-mounting studs to reduce heat transfer from the heads to the runners and the addition of a hot start relay. The hot start relay functions like a thermo-time switch, only in hot conditions as opposed to cold. Look for updates on the final tuning results.
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Fuel Sump and Pump installed under fuel tank.
Click to Enlarge Image
Engine view from passenger’s side.
Engine viewed from driver’s side.
Engine Viewed from top.
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