d-jet issues |
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d-jet issues |
bd1308 |
May 29 2006, 05:46 PM
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#1
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Sir Post-a-lot Group: Members Posts: 8,020 Joined: 24-January 05 From: Louisville,KY Member No.: 3,501 |
So I get this new engine and put it in, runs great! Thanks Garold, you're a lifesaver.
I dirve it for a while, and notice that cold idle is REAL low. Warm it idles just a tad low, but at idle it runs RICH.... lowered performance until 1500(small amount of bog), then peaks at power at 3500 I drive at around 3500 usually (keeps it cool) Idle it runs rich, so I adjust the knob on the ECU, and I dont want it to run lean at idle. So back to the notch it goes, where its rich. I have 3 Mps's in all, including the Type III one which doesnt have a diapragm as noted in another buried thread....So in all, I have four MPS's. The one currently in the car is the "NOS" one that I paid too much for from a member here. Whatever. It didnt leak down a year ago, so I assume its still good, being that I just now used it. In four days im getting into rust repair, upon which the engine will be dropped...mayeb then I could do a valve adjustment and take care of some things. It's has some clicks at idle, maybe from the valves? For the rich thing, maybe the trigger points went bad? I'll try some from the VW guy tomorrow, he has a box with a new one in it, or i could pull one from a rebuilt dizzy I have from cardone. Any comments (less the "sell the 914" ones) add them below Car runs though! b |
bd1308 |
May 29 2006, 06:27 PM
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#2
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Sir Post-a-lot Group: Members Posts: 8,020 Joined: 24-January 05 From: Louisville,KY Member No.: 3,501 |
oh and I cant the dwell angle to go any higher than 40 degrees either. 48-55 degrees is where the book says it should be.
Points suck. b |
Bleyseng |
May 29 2006, 06:32 PM
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#3
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Aircooled Baby! Group: Members Posts: 13,035 Joined: 27-December 02 From: Seattle, Washington (for now) Member No.: 24 Region Association: Pacific Northwest |
Ok, fill us in on what engine you are now running......
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Mueller |
May 29 2006, 06:32 PM
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#4
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914 Freak! Group: Members Posts: 17,146 Joined: 4-January 03 From: Antioch, CA Member No.: 87 Region Association: None |
there is no possible way for the trigger points to cause a rich condition...well maybe if they bounced like hell, but I couldn't see that happening unless you ran the motor to 20K rpms or higher (IMG:style_emoticons/default/smile.gif)
are the points new?? |
bd1308 |
May 29 2006, 06:35 PM
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#5
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Sir Post-a-lot Group: Members Posts: 8,020 Joined: 24-January 05 From: Louisville,KY Member No.: 3,501 |
they arent new new but they arent 5k miles old.
I'll change them when i get paid on thursday. Or just go pertronix. b |
lapuwali |
May 29 2006, 06:48 PM
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#6
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Not another one! Group: Benefactors Posts: 4,526 Joined: 1-March 04 From: San Mateo, CA Member No.: 1,743 |
Pertronix doesn't replace the trigger points, just the ignition points. Trigger points usually last a very long time. Check the system voltage, and make sure the alternator is putting out a proper 13-14v.
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bd1308 |
May 29 2006, 06:56 PM
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#7
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Sir Post-a-lot Group: Members Posts: 8,020 Joined: 24-January 05 From: Louisville,KY Member No.: 3,501 |
I know that...I was referring to the ignition points on my post.
I know that a low voltage will cause a rich running condition.... It just kinda bogs, thats all.... i'll check out teh mps, do valve adjustments and oil change, CHT guage and oil temp guage sender install... b |
ptravnic |
May 29 2006, 07:06 PM
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#8
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Senior Member Group: Members Posts: 1,231 Joined: 27-May 03 From: Chicago, IL Member No.: 747 Region Association: None |
I'm not sure if you have or have not checked out Paul Anders's writeup on D-Jet.
Check it out here: http://members.rennlist.com/pbanders/ One step at a time. Wish I could help more. -Pete |
JeffBowlsby |
May 29 2006, 07:14 PM
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#9
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914 Wiring Harnesses Group: Members Posts: 8,533 Joined: 7-January 03 From: San Ramon CA Member No.: 104 Region Association: None |
Idle during warm-up is controlled by the TS2. When operating temps are up to normal, or when the accelerator is moved, the switch inside the TPS or the warm engine condition signals the ECU to control pulse width.
Verify the resistance values hot and cold of the TS2 with the Anders page values. Your TS2 may simply be going out. |
bd1308 |
May 30 2006, 05:45 AM
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#10
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Sir Post-a-lot Group: Members Posts: 8,020 Joined: 24-January 05 From: Louisville,KY Member No.: 3,501 |
Jeff, I switched out the "NOS" mps (I opened it--it aint NOS) with the one that came on the car, started it up and.....it started right up. no flooring the gas when cranking, no hesitation, nothing...Just pure 914 enjoyment. Engine sounds MUCH better too.
Jeff, are the calibrations different from a 1973 1.7L mps and the rest of them? b |
ptravnic |
May 30 2006, 06:28 AM
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#11
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Senior Member Group: Members Posts: 1,231 Joined: 27-May 03 From: Chicago, IL Member No.: 747 Region Association: None |
Britt,
MPS's are not created equal. Part numbers need to be matched to the correct system. From Paul Anders's writeup and specs on the Bosch D-Jet: Porsche/VW # Bosch # Engine Year 039 906 051 0 280 100 043 2.0L 1974 - 1976 022 906 051 C 0 280 100 037 2.0L 1973 022 906 051 E 0 280 100 049 1.7L 1970 - 1973 I honestly don't know what the "C' or "E" means on the Porsche/VW # but the Bosch #'s should also be stamped on the MPS. Your "NOS" might not be the right one for your setup or maybe the one which was originally on your car had been adjusted... FWIW, I tested a mismatched MPS on my car this past weekend and it would barely start. I'm trying to find a local mechanic who can correctly tune my MPS - not an easy task b/c it requires shop quality equipment (CO meter, etc). -pt |
krazykonrad |
May 30 2006, 06:34 AM
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#12
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Senior Member Group: Members Posts: 1,128 Joined: 21-February 06 From: Canton, GA Member No.: 5,610 |
I would start by replacing hoses. Pull em out and put new ones in. It will suprise you where you have vacuum leaks that you didnt even know about. once you've fixed those, then worry about FI tuning. If not you'll be tuning for the vacuum leak(s) and not to where its really supposed to be.
Cheers and best of luck! Konrad |
bd1308 |
May 30 2006, 06:35 AM
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#13
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Sir Post-a-lot Group: Members Posts: 8,020 Joined: 24-January 05 From: Louisville,KY Member No.: 3,501 |
All it requires is a inductance meter--some 175+ dollar meter that I long for.
I am getting a D-jet tester (VW 1218 like I always wanted) very soon. b |
ptravnic |
May 30 2006, 07:35 AM
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#14
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Senior Member Group: Members Posts: 1,231 Joined: 27-May 03 From: Chicago, IL Member No.: 747 Region Association: None |
To check for vacuum leaks, get a small jug of propane and spray the propane arnound every hose/clamp/elbow/connection while your car is idling. If the idle reacts when you point the propane at a certain hose/clamp/elbow/connection then you know where the leak is coming from. No need to just replace the hoses, most are prob fine - might just need a tighter clamp on an end or something...
-pt |
bd1308 |
May 30 2006, 01:30 PM
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#15
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Sir Post-a-lot Group: Members Posts: 8,020 Joined: 24-January 05 From: Louisville,KY Member No.: 3,501 |
0 280 100 003 (VW) 022 906 051
I think I have a 1973 1.7L Fi system, as my engine had the paper filter on it (paper type) but not flat, its round. b |
Rand |
May 30 2006, 03:00 PM
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#16
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Cross Member Group: Members Posts: 7,409 Joined: 8-February 05 From: OR Member No.: 3,573 Region Association: None |
Low idle, I wouldn't suspect a vacuum leak or bad hose (unless maybe the MPS hose is bad and the MPS isn't getting the vacuum to pull it off of full-rich). Normally Djet vacuum leaks cause lean/high idle, right?
Hey Britt, I'm sure you've already covered this, but just in case... Be sure and mark the adjustments so you can return them back to a starting point if needed. Have you opened up the idle/air screw on the throttle body? Is the AAR working? |
bd1308 |
May 30 2006, 06:42 PM
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#17
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Sir Post-a-lot Group: Members Posts: 8,020 Joined: 24-January 05 From: Louisville,KY Member No.: 3,501 |
I took the AAR out actually.
I wasnt as concerned about the Idle RPM as much as the MIX concerned me. I realized the consequences of subtracting the AAR. b |
Rand |
May 30 2006, 10:17 PM
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#18
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Cross Member Group: Members Posts: 7,409 Joined: 8-February 05 From: OR Member No.: 3,573 Region Association: None |
You mentioned cold idle is low. No AAR accounts for that. I guess I'm stating the obvious. (IMG:style_emoticons/default/smile.gif)
How are you measuring the mixture? |
bd1308 |
May 31 2006, 02:07 AM
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#19
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Sir Post-a-lot Group: Members Posts: 8,020 Joined: 24-January 05 From: Louisville,KY Member No.: 3,501 |
I could smell burned gas from the inside of the car, and black smoke...
b |
Bleyseng |
May 31 2006, 03:27 AM
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#20
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Aircooled Baby! Group: Members Posts: 13,035 Joined: 27-December 02 From: Seattle, Washington (for now) Member No.: 24 Region Association: Pacific Northwest |
Too rich a A/F mix usually is:
1. misadjusted MPS 2. Dead CHT 3. Stuck injector(s) It does take much turning of the inner screw to change the A/F mix on a MPS. You can send it to me in Seattle and I'll re set it to stock. I'll be back in about 10 days. |
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