I am trying to chase down vacuum leaks and get my car to idle proper and run well.
It is a 1975 California spec l-jet 1.8l
1st question, what is the big vacuum solenoid next to the EGR that goes from the auxilary air regulator feed on the intake boot from the flapper AFM over back to the intake manifold?
What does it do? It has a small 4mm or so vacuum feed on the other side of the two 1/2" inputs.
Is this necessary for anything? I believe it is a vacuum leak and I would love to eliminate it and plastic weld the fitting in the intake boot to keep it from leaking and eliminate more engine bay clutter.
How hard is it to change the intake manifold, injector gaskets with the motor in the car?
Could be the EGR valve as well. Check the diagrams on Pelican; the 75 1.8 shows that too. Can be capped off as long as you get all of the places it hooks into everything.
How is the advance mechanism in the distributor working? That can cause these sort of symptoms...
--DD
I went through and replaced a bunch of small lines, added hoseclamps and zip ties to the 3-4mm lines, etc.
I am pretty thorough, I daily drive an 01 GTi with a 3071R Garret turbo, so I deal with the vacuum stuff as properly as possible the first time.
It is much better, but still has issues.
The advance mechanism was ok, I had the distributor out to install a hot-spark unit to get rid of the points. The car gained some mid range torque after that, a timing adjustment and some teflon tape on the idle screw and an idle screw adjustment.
The issue happened both before and after the changes made, but it is much less now that the changes have been made and more leaks fixed.
Come to think of it though the advance could be hanging, It did change and come back quick when I turned the distributor.........
After getting all the vac leaks fixed and timing correct, the 30 year old distributer was a weak link. Fortunately, you can replace it with a Mallory Unilite. You will get better idle, consisyance performance through the rpm range, reduce heating, and pinging. Everything else has to be working right first, of course. Chris a Tangerine Racing--a member vendor-- sells them and sets them up for the 1.8 L jet. Not cheap, but a quality unit that will make driving the 914 more pleasurable.
This is a good resource for L-jet troubleshooting: http://manuals.type4.org/ljet/
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