Final tune, Need help |
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Final tune, Need help |
Morph914 |
Mar 23 2022, 12:34 PM
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#1
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Member Group: Members Posts: 435 Joined: 22-August 16 From: St Augustine, FL Member No.: 20,326 Region Association: South East States |
Ok , so I have the engine running but it needs tuning. A little background, rebuilt stock 2.0 with D Jet, running a 123 dizzy. It fires right up and idles a little rough at first then smooths out. It revs fairly well and sounds good. The problem starts under load, it starts to stutter a bit.
I have not messed with the adjustment screw on the ECU or tried adjusting the throttle position sensor, or been able to check my fuel pressure. I’m hoping to rally any troops in the north Florida area to help me get these final details ironed out. Thanks in advance, John |
Morph914 |
Mar 24 2022, 07:14 PM
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#2
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Member Group: Members Posts: 435 Joined: 22-August 16 From: St Augustine, FL Member No.: 20,326 Region Association: South East States |
I thought I had the correct ballast resistor for the head temp sensor, but after looking through my pictures , I found the # to be 301 540 0265 kz. With that discovery, I will now have to locate the correct ballast resistor #039 971 762A (IMG:style_emoticons/default/headbang.gif) Anyone else having difficulty loading pictures from a library of photos? I normally have no issues with this, but for some reason today I’m unable. (IMG:style_emoticons/default/screwy.gif) |
JamesM |
Mar 25 2022, 10:17 AM
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#3
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Senior Member Group: Members Posts: 1,915 Joined: 6-April 06 From: Kearns, UT Member No.: 5,834 Region Association: Intermountain Region |
One thing you might want to keep in mind given how rare the 0 280 130 017 sensor is, you may be better off sourcing a 74 ECU and MPS
Here is a little more info on the head temp sensor differences http://www.914world.com/bbs2/index.php?sho...351065&st=0 You will notice that at operating temps they are pretty close but during warmup they vary significantly. |
914_teener |
Mar 25 2022, 03:11 PM
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#4
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914 Guru Group: Members Posts: 5,205 Joined: 31-August 08 From: So. Cal Member No.: 9,489 Region Association: Southern California |
One thing you might want to keep in mind given how rare the 0 280 130 017 sensor is, you may be better off sourcing a 74 ECU and MPS Here is a little more info on the head temp sensor differences http://www.914world.com/bbs2/index.php?sho...351065&st=0 You will notice that at operating temps they are pretty close but during warmup they vary significantly. The 74 ECU is a better ECU to run on the D-jet 2.0. If you can find one. I ran the 037 for years and with a matched MPS NP, ran like a bat out of hell. It\s fuel delievery but I'd assumed that you had matched D-jet components. That's a D-jet Golden Rule. I've already commented on the retard setting on the 123 many times in other threads....it's stupid to run it IMHO...the only reason it's there is to try to match the stock dizzys so for component sake....to be pure. If you aren't going to smog it then it doesn't matter, if you have a switched 123 then I wouldn't recommend using that setting. If used for advance it does make a difference on part load and far as responsiveness....really like James says the only way really to know is on the dyno. Good luck. |
emerygt350 |
Mar 25 2022, 04:05 PM
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#5
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Advanced Member Group: Members Posts: 2,145 Joined: 20-July 21 From: Upstate, NY Member No.: 25,740 Region Association: North East States |
One thing you might want to keep in mind given how rare the 0 280 130 017 sensor is, you may be better off sourcing a 74 ECU and MPS Here is a little more info on the head temp sensor differences http://www.914world.com/bbs2/index.php?sho...351065&st=0 You will notice that at operating temps they are pretty close but during warmup they vary significantly. The 74 ECU is a better ECU to run on the D-jet 2.0. If you can find one. I ran the 037 for years and with a matched MPS NP, ran like a bat out of hell. It\s fuel delievery but I'd assumed that you had matched D-jet components. That's a D-jet Golden Rule. I've already commented on the retard setting on the 123 many times in other threads....it's stupid to run it IMHO...the only reason it's there is to try to match the stock dizzys so for component sake....to be pure. If you aren't going to smog it then it doesn't matter, if you have a switched 123 then I wouldn't recommend using that setting. If used for advance it does make a difference on part load and far as responsiveness....really like James says the only way really to know is on the dyno. Good luck. That is my experience as well, it responded better on the butt and the Dyno with advance and #1 on the 123 but truthfully, I really don't think you would notice if you didn't use it. I wouldn't go mucking with a 74+ tb to get an advance port. Luckily not your problem. Post Dyno and some later mps fine tuning on my stock 73 2.0 we were looking at probably 85ish hp 110ish lbs torque at the rear tires (225/50r16) with an Ansa exhaust. Without the mps fine tuning the Dyno had us at 74 hp and 104trq at the tires. After fine tuning the mps the upper rpms opened up quite a bit so I suspect my butt feel is pretty close to reality. This summer I will Dyno again if I get a chance. I wonder if one of Chris's kits would allow you to use your mps? Probably not, but you never know. A good mps is not an easy find. |
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