1976 fuel injection questions Options

[914incali]

Picked up a 76 out of texas that had been converted to single carb that just doesn't run very well. I decided to convert back to original FI, essentially everything is gone and I am working on understanding the system. I guess my first question is where does the fuel pump draw power from? there is a single black wire underneath the fuel tank that has no power to it but all the relays have been removed and Im waiting on those from pelican

[Karl R]

Also that is the wrong FI for your car. Your 1976 car should have a L jet instead of that D jet. Personally I prefer the L jet anyhow since it is quite a bit more mechanically robust in terms of all the connectors and wiring. I think the manifolds will have holes for three studs buy your heads will have four.

[JeffBowlsby]

Also that is the wrong FI for your car. Your 1976 car should have a L jet instead of that D jet. Personally I prefer the L jet anyhow since it is quite a bit more mechanically robust in terms of all the connectors and wiring. I think the manifolds will have holes for three studs buy your heads will have four.

Um, no. 1976 914 2.0L GC code engines are DJet, 3 stud heads. The 912E is LJet maybe that’s what you are thinking about.

[wonkipop]

Also that is the wrong FI for your car. Your 1976 car should have a L jet instead of that D jet. Personally I prefer the L jet anyhow since it is quite a bit more mechanically robust in terms of all the connectors and wiring. I think the manifolds will have holes for three studs buy your heads will have four.

Um, no. 1976 914 2.0L GC code engines are DJet, 3 stud heads. The 912E is LJet maybe that’s what you are thinking about.

yeah jeffs right.
no 76 l jet 1.8s.

but the 76 D jet california 2.0 is in fact identical to the 75 D jet californian.
its not a different set up.
we did discover in all the californian air resources board certification material that the 76 models though classified as 76 MY were allowed to conform with 75 MY standards under the provision that all cars were manufactured before jan 01 1976 calendar year.
ie they were 1975 manfucture.

this is in fact why the 76s are only a half year car.
and similarly the 912E is also a half year car in terms of MY.
the 912s conform to 76 MY CARB regs and in order to do that those engines ran the L jet not the 914s. the 912E is the second half of 1976 MY car.
all were an interim provision until the 924 could arrive in the USA.

it doesn't really help a 76 model year 914 owner with passing smog.
as noted, its got to be all intact on the car.
but in terms of obtaining the emissions equipment the 76 is exactly shared with the 75 but it does have to be the california engine not the 75 49 states engine.

(IMG:style_emoticons/default/beerchug.gif)

apparently (as reported by one member here) many years ago a deal was made with some 76 owners to be released with conforming to that 75 cut off year due to the technicality of the original CARB certification that accepted that 76 914s were for the purposes of certification 75. but since that time the authorities have cracked down and no longer allow that special case.

EDIT
you need the works for 76 california smog.
cat.
EGR.
smog pump.
even the exhaust system (semi exhaust reactor heat exchangers).
the whole muffler set up which has the cat along with the EGR bleed tube.
its a fair bit of stuff.
and don't forget the emission sticker.
someone posted here they want to see the emission sticker in the engine bay. (IMG:style_emoticons/default/screwy.gif)

better off with a 75.
same car. exactly same car.
no smog obligations.