I have three 142s, one D-Jet, one Weber, and one with SU's. My Weber is on a 72 I bought new and converted about 20 years ago. After one kit in the carb it is still works great. 340K total on car. For simplicity I don't think you can beat it. To keep a D-Jet system going you had better have a basic knowledge of electricity/electronics and patience to find problems with an Ohm meter. The 71 with the SU's is the one I have not messed with much. It might be ok, but my understanding it takes a higher level of carberator understanding than a Weber.

So, I you are in a trading mood I would like to have some spare D-stuff. In return I have a spare Weber set up I bought online but not used and SU's on a daily driver car that I am ready to get rid of.

Mark Richardson

hello,

i'm looking to convert my 64 122 to fuel injection. How much are you looking to get for the parts. I need to find a manifold/butterfly, throttle position sensor, linkage? I already have D-jet injectors from a 160 6 cyl and the b20f head installed on my bored b18.

I'm going to build a Megasquirt efi computer to control the system. Check out the link for Megasquirt info:

http://www.southroad.net/ms/

I have an extra set of S.U.'s that need a rebuild (pulled from a car in a salvage yard) and can get a cast intake manifolds with the integral exhaust. (i have a separate aluminum intake installed w/S.U.'s, but being my daily driver i can't let it go until i'm done with the conversion.) Maybe your interested in a trade for the S.U.'s and or ?

Is this a daily driver or project car or both?

take care,
curtis m. white
http://thirdchoice.com

You will get a whole host of responses for and against this idea. Mine is against it. D-jet is precise and reliable, and unless the components have failed, is better performing on a stock mechanical specs engine than any carbs.

Phil S., who might weigh in here, wrote the excellent piece that taught me D-jet.
http://www.vclassics.com/archive/efi.htm