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> Carbs?, FI shot, what does everyone recommend
timothy_nd28
post Sep 26 2014, 05:37 PM
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It's not cold enough for the cold start valve to be energized. Never mind about the wiring for that circuit at the moment. Keep the Ljet (assuming you have a stock cam) and get the car back home. I can walk you thru every step to bring this back to life. Or tell your mechanic to follow this thread.
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rhodyguy
post Sep 26 2014, 05:46 PM
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Post some pictures. Lots of them. Ask questions. When you're done expect to have near $800, prob more, into a functioning carb package. That's parts only. 0 for any work you farm out. I would stop spraying ether into the engine.
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KELTY360
post Sep 26 2014, 06:00 PM
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This is what happened back in the day. A mechanic who didn't know squat about FI and wasn't interested in learning recommends to the customer that they sh*tcan the FI and convert to carbs. You're lucky because your car still has the components in place and there are people here who can walk you, or a mechanic, through the process of sorting it out. In the end you'll have a better running, more reliable 914 if you stick with the FI. There is a really good reason why there's been a deafening silence of those who think you should dump the FI and go to carbs.

If you're worried about the wiring, take advantage of the offers you've gotten for a replacement harness.
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RenoRoger
post Sep 26 2014, 09:41 PM
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I want to second the many responses recommending staying with FI. I have been running a 1976 912E with L-jet FI for the last 3 years. The only problems I have had was a failed coil, a failing Pertronix breakerless ignition plus a new set of Bosch ignition points that failed after 300 miles. None of it FI related.
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funk
post Sep 26 2014, 10:44 PM
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look to auto Atlanta.com for a little known factory part they call hot fuel injection set up kit not sure if its for L jet maybe they will have answer for you??ebay has a djet for 300 right now??
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mapguy
post Sep 26 2014, 11:43 PM
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I am going through a donor 1.8 L-Jet right now as a short-term runner until I can rebuild my original 2.0 D-Jet.

As mentioned, the resistor pack could be bad or have a broken wire or 2. This engine I'm working on now has 2 wires broken there and I suspect the previous owner had an experience similar to yours and that's why the car was parked. It works for me, as I got a cheap used engine with good compression (IMG:style_emoticons/default/biggrin.gif) The resistor pack looks like this:

http://thumbs1.ebaystatic.com/d/l225/m/mb_...WnSqTzJRAVg.jpg

As many have said, there is a ton of information on this site and others about these systems. They were used on many, many european cars in the 70s and 80s.

If you can assume that the cam is stock FI cam, and you have the FI on there already, it makes sense to try and iron the L-Jet out, no?
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Dave_Darling
post Sep 27 2014, 10:42 AM
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QUOTE(funk @ Sep 26 2014, 09:44 PM) *

look to auto Atlanta.com for a little known factory part they call hot fuel injection set up kit not sure if its for L jet maybe they will have answer for you??


The one that I know of is a particular CHT and particular MPS that AA claimed would "unlock the power" in the FI system. It probably just fattened the mixture a little. The MPS isn't an L-jet part at all, so the kit which is "specially matched" won't work on an L-jet car.

--DD
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lsintampa
post Sep 27 2014, 11:06 AM
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IDK, I'd keep the FI were it me. That seems to be the majority case.

Add it up, new harness - clean up the injectors (if needed) or drop the motor, replace the cam, add carbs..

Seems like you like the motor - (another option would be just to rebuild / replace it)..

IMHO, I think you need to take the majority vote here and repair the FI...


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brooks944
post Sep 27 2014, 12:34 PM
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Thanks guys for everyone's responses. I'm trying to contact member mrfourteen for his used system and stay with the FI. If anyone has a harness for a l-jet, please let me know.

BTW, went up to Townsend today to see the 914's. Man what a great collection, hope to have my car there next year.
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TheCabinetmaker
post Sep 27 2014, 12:52 PM
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I have one l jet computer harness and that's all. Don't even know where it came from.
I'd be happy to send it to a good home.
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brooks944
post Sep 27 2014, 01:08 PM
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Thanks cabinetmaker. I hope mine is a good home. Please PM me for details.

Rick
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messix
post Sep 27 2014, 01:46 PM
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there are 2 different L-jet set ups the '75 one uses a different air valve sensor and the harness in different for that also. I think the 75 Is a 7 pin and the 74 is a 5 pin [not sure about the number of pins so those that have the fact please post up].
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messix
post Sep 27 2014, 01:55 PM
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read this and show it to your wrench!

this is for the 912E but the basic operation and components are the same.

http://www.bowlsby.net/914/Classic/zTN_Man08.pdf
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messix
post Sep 27 2014, 02:13 PM
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vw factory manual http://bowlsby.net/914/Classic/zTN_Man12.pdf
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brooks944
post Sep 27 2014, 02:58 PM
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Thanks, saved the files to show my mechanic
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messix
post Sep 27 2014, 03:02 PM
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I have a 1.8 or 1911cc not sure... and I can attest to the stock FI working well and giving very good economy and performance, I have run road trips at 70-80 mph and achieved 28-32 mpg at that speed with the roof off! just about as good as modern cars.
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TheCabinetmaker
post Sep 27 2014, 04:55 PM
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I can't get the photo to upload on my phone.

Is this an l jet harness?
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TheCabinetmaker
post Sep 27 2014, 05:02 PM
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Hope this works


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TheCabinetmaker
post Sep 27 2014, 05:05 PM
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another


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struckn
post Sep 27 2014, 05:47 PM
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One point of clearification not mentioned is, to install a cam for carb you will have to change the Fuel Pump to a lower pressure and drop the engine to disassemble, and split the case,which could be very expensive. Some other things would be needed as well such as Throttle cable, Fuel lines, etc.


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