1974 914 1.8, the mystery of the EC-A and EC-B Options

[wonkipop]

I would add 914World user name of owner, engine & transmission serial #'s, interior color & seat insert type. We could add a list of paint codes and interior codes as an addendum to the form. Door glass type (Delodur -0 or -F).
Karmann body # stamped into right corner of rear trunk, or tag in front trunk.
I don't think we should limit this to the 1.8 engine cars. We could have a universal form or a set of forms for different cars. Listing of options would be a nice addition. We could add a list so that just codes can be entered to save space and add clarity. Optionally, an email address would be useful for contact purposes should we want to confirm something. A fillable PDF form would be useful so that data can be entered by computer for clarity.

Great suggestions! Will work on it.
I used to know how to do fillable Word docs converted to pdf; don’t have Acrobat to make forms directly.

i can convert it to a pdf if you send the word doc to me.

[StarBear]

@wonkipop
@jeffbowlsby
Saw this “610” tin in a 1.8. What does that denote? Don’t recall seeing this number before. (IMG:style_emoticons/default/confused24.gif)

[wonkipop]

@wonkipop
@jeffbowlsby
Saw this “610” tin in a 1.8. What does that denote? Don’t recall seeing this number before. (IMG:style_emoticons/default/confused24.gif)

610 is an EA 1.7 engine from 1972-73.
(49 states engine - calif 1.7 from 73 was an EB and was marked 613).
i would say that is not an original 1.8 engine in the car but a replacement engine.
check the oil filler tube and cap and other features that identify L jets.
its also possible that its a frankenstein engine. plenty of those have come up.
tin on a 1.8 is identical to 1.7 so you can easily build up an engine out of various pieces,
but its not an original piece of 1.8 tin with that number.

further numbers from that era were that all euro 1.7 engines in 72/73 appear to have been marked with 606. prior to that in 70,71 and maybe part way into 672 they used a different coding system. the number was 0.226. also additional M codes also stamped on the engine tin identified them as european market or north american market packages.

[StarBear]

That would explain it - Frankenstein engine. The rest is clearly a 1.8; just a replacement tin. Will let him know. (IMG:style_emoticons/default/biggrin.gif)
Thanks!

[wonkipop]

That would explain it - Frankenstein engine. The rest is clearly a 1.8; just a replacement tin. Will let him know. (IMG:style_emoticons/default/biggrin.gif)
Thanks!

for reference in future to help here is the list of stamp numbers i got to.
complete i believe for all the USA market cars.
but don't have complete info on the home/euro/japan market cars.

[wonkipop]

@JeffBowlsby
@StarBear

here is another little anomaly i picked up between the 74 1.8 and the 75 1.8.
i assume it might also be there for the 74 and 75 2.0 cars?

i was looking at the tyre pressure stickers i had for 75 1.8s thats on the gas tank.
which i never really looked at closely.



i noticed it indicates same tyre pressures for front and rear.
and further distinguishes between 1/2 load (26 psi F/R) or full load (29 psi F/R).

and i thought hang on?

this is what the 74 sticker says.



which i have always taken to mean. 26 psi front, 29 psi rear.

which the 1974 owners manual says very clearly!



even the french owners manual says the same as the english in 74.
front and rear are different. 26 and 29 respectively.



don't have any 75/76 owners manuals on file to see what was written into the owners manual versus the 75 gas tank sticker to see if they changed it in the owners manual.

interesting.
is the gas tank sticker in 75 a typo or error?
or did they change their advice on tyre pressures in 75?
or is the advice in the 74 and pre 74 owners manual incorrect and the sticker on the gas tank sort of ambiguous - ie it could be read as 26 normal, 29 full load (for all tyres).

germans!!! (IMG:style_emoticons/default/biggrin.gif)

[StarBear]

Yep, just like mine. I’d interpret as one person/two people.
Have always kept mine about 32 anyway.

BTW, paid the price for being lazy and not putting on the service mat while checking battery in Spring prep last week. Dropped the volt mater on the top edge of the quarter panel. Ouch. (IMG:style_emoticons/default/mad.gif)

[wonkipop]

Yep, just like mine. I’d interpret as one person/two people.
Have always kept mine about 32 anyway.

BTW, paid the price for being lazy and not putting on the service mat while checking battery in Spring prep last week. Dropped the volt mater on the top edge of the quarter panel. Ouch. (IMG:style_emoticons/default/mad.gif)

ah well. you just have to grin and bear it.
dings and scratches are a part of the bigger picture.
there are a few of those on my car. (IMG:style_emoticons/default/biggrin.gif) (IMG:style_emoticons/default/biggrin.gif)
each one of them has got a story like yours. usually me dropping something or bumping something into it. (IMG:style_emoticons/default/sad.gif) (IMG:style_emoticons/default/smile.gif)

on the tyre front. i naturally assumed there is a difference in pressure front to back despite the 50/50 wt distribution. my old type 3 variant had recommended tyre pressures of 18-20 psi on front tyres and 28-30 rear. of course it was rear engined. think beetles were the same. if you pumped all tyres up even the handling became truly deadly. massive understeer.

i'm pretty sure they are supposed to be different front to rear. its only a small amount.
2lbs. i keep mine 26-28 split front to rear.

[StarBear]

Yep; think I’ll start doing that. Maybe 28/30

[davep]

is the gas tank sticker in 75 a typo or error?
or did they change their advice on tyre pressures in 75?
or is the advice in the 74 and pre 74 owners manual incorrect and the sticker on the gas tank sort of ambiguous - ie it could be read as 26 normal, 29 full load (for all tyres).

I would hazard a guess that the person designing the 1975 decal interpreted the specification incorrectly without verifying. Therefore an error.

[StarBear]

@wonkipop
First stage repair. Pretty good for a rookie. Will do 4000 wet paper then a bit of spray (ordered a Prevalence unit) to finish building up divot, then 4000 again, polish, glaze, and wax. Should (!) do it. (IMG:style_emoticons/default/smile.gif) (IMG:style_emoticons/default/beer3.gif)
Lesson learned! (IMG:style_emoticons/default/dry.gif)

[wonkipop]

just obtained data on earliest 1.8 L jet i have come across and added to the files.

4742907225.
k # 4429603.
commenced build on tuesday 30 oct 1973.

been listed on bring a trailer.





this is the earliest one i have a vin and k number for to add to data.
i have an earlier vin number car. 07184. but no k number.
this one just found assists since it is 19 cars after 07184 and firmly points to 30 october as the build date on both,

its possible they started the 1.8s with L Jet on a monday. 29 oct. but so far nothing has come up earlier than these cars.

my business partner is in germany at the moment visiting family.
he is spending a month in stuttgart.
i have given him the porsche museum curators details that i had from a few years ago.
he is going to see if he can get a look at the marchart euro 1.8 and either get the vin or get a date on production of car. suspect from the body shell details i have on that car it could date from the period aug to early nov 1973. earlier than the L jets.

[davep]

I believe that during 1974 MY the production # and the Karmann body # are the same as opposed to previous years. I can get the production #. I'll see if I can find the earliest car. Not easy since they only provide the serial and not the EC portion; but the serial should drop to 500 or so while the GA codes will be much higher in the 12000 range.

[wonkipop]

I believe that during 1974 MY the production # and the Karmann body # are the same as opposed to previous years. I can get the production #. I'll see if I can find the earliest car. Not easy since they only provide the serial and not the EC portion; but the serial should drop to 500 or so while the GA codes will be much higher in the 12000 range.

that would be great dave (IMG:style_emoticons/default/beerchug.gif)

there is a further hint in the 914 factory workshop manuals.
there it is listed in either the engine section or the EFI section that L jet commences Nov 1973. i believe the first three months of 1.8 engine production is purely dedicated to the VW 412 production line from august to end of october 1973.

of course the AN 1.8 cars with twin carbs could have and probably did start production at the commencement of the model year in august 1973. i'm hoping my business partner while he is over in germany can get some detail on the 1.8 in the museum collection which is an AN engine not an EC L jet USA model.

[wonkipop]

interesting research find.
74 VW 412 1.8 L jet. 04/74 build date.

the EC-C engine. they did exist. finally nabbed one with an emissions sticker still there.
car was sold new in georgia. makes it a 49 state 412.
checks out with california CARB documents that label the EC-D engine as california.
yet to sight a EC-D sticker still on an engine.
looks like VW was doing the same trick with its emissions sticker as the 914 by fudging the combined USEPA and California approval. you can just make it out on whats left of the sticker. (IMG:style_emoticons/default/biggrin.gif)

as an aside this designation of C for 49 states and D for california follows the previous years with 1.7 when they used alphabetical order and 49 states comes first. ie EA (49 states) and EB (california). the EC-B (49 states) and EC-A (california) deviated from this - was it a mistake (typo) in the documents that were originally submitted to CARB that led to that? who will ever know. (IMG:style_emoticons/default/biggrin.gif)




no retard at idle in a 412. single action vac can on distributor with only vac advance.
i know that california spec 412 had an EGR. this 49 state one did not. but who knows if it had not been removed along the way.

[JeffBowlsby]

Amazing research here.

[wonkipop]

now going to drop in the information i have been compiling over the last 3-4 years on the 1975 1.8 L Jets.

the material was not as easy or swift to come across with fewer members able to contribute data. slower work.
this post can be read in conjunction with page 1 of this topic and page 3 which contained the vac hose diagrams for the 74 1.8s resulting from deeper and wider research.
the same material can now be posted for the 75 1.8s.

for 74 the EC engines were classified as EC-A (california) and EC-B (49 states).
in 75 the EC engines were classified as Engine Family 15 (49 states) and Engine Family 16 (California). they were also termed alternatively in one technical publication held in the collection of Jeff Bowlsby as follows. EF-15 = EC(a) and EF-16 = EC(b).
This appears to be the only place the engines were referred to as a and b designations.



the A and B designation was inverted from 74 to 75 in terms of USA/California emissions certifications.

SURVEY OF MEMBERS WITH 75 1.8s
INFORMATION FROM RECENTLY ADVERTISED CARS.
(with thanks to members who provided information on their cars).

[wonkipop]

Engine Family 15 & 16 engines are most obviously identified by (1) and characterised by (2) & (3).

1) emission sticker located on upper left hand side of fan shroud casting.

2) engine tune-up sticker located on the lhs of the engine on the upper tin next to the fan housing casting.

3) a painted number stamp located on the engine tin in various locations.



---------------------------------------


ENGINE FAMILY - 15

1. emission sticker.






indicates USEPA conforming only.

2. engine tune-up sticker.







indicates two hoses to distributor (both disconnected for final tune up idle settings).
noting that one hose, the vac adv can hose is not connected at its other end but is left open in stock spec.


3. painted number stamp.






numbers documented for EF-15 engines are 918 & 920.
usually on LHS engine tin or RHS engine tin.

918 applies to engines not equiped with sump plate oil temp sensor. (for STANDARD cars without a temp gauge).
920 applies to engines equiped with sump oil temp plate sensor (for APP GRP cars with gauges and console).

--------------------------------------------------------


ENGINE FAMILY - 16


1. emission sticker





indicates USEPA & California conforming.


2. engine tune-up sticker.



no legible surviving stickers to date to show details.


3. painted number stamp.







numbers documented for EF-16 engines are 919 & 921.
usually located LHS engine tin or RHS engine tin.
919 applies to engines not equiped with sump plate oil temp sensor. (STANDARD cars without an oil temp gauge).
921 applies to engines equipped with sump plate oil temp sensor. (APP GRP cars with quages/console).


----------------------------------------------

sump lids.


918 & 920. standard sump lid.




919 & 921. oil temp sensor sump lid and associated wiring clipped on engine.

[wonkipop]

EF-15 / EF-16 THROTTLE BODY AND DISTRIBUTOR WITH VAC HOSE SET UP


---------------------------------------------


EF-15

all the L jets were known to wear out throttle bodies.
many could have been replaced in the years since the cars were built.
replacement throttle bodies may not correspond with ex factory throttle bodies intended for each version.

1. throttle body.





2. distributor and vac hose set up.





the retard side of dist vac can was connected to the port on the throttle body below the throttle plate. retarded ignition at idle and at steady state cruise for emissions.
connection via a green hose.
the adv side of the dist vac can was connected to a short length of hose which was left open and tucked under the intake plenum leaving this side of the can at atmospheric pressure. there was no port on the throttle body above the throttle plate.


----------------------------------------------------



EF-16


1. throttle body




2. distributor and vac hose set up.




3. EGR set up with vac hose connection to throttle body.




the retard side of the dist. vac can was connected to the port on the throttle body below the throttle plate. retarded ignition at idle and at steady state cruise for emissions.
connection via a green hose.
the advance side of the dist vac can was connected to a short length of hose tucked under the intake plenum leaving this side of the can at atmospheric pressure.
the EGR valve was connected to a port on the throttle body above the throttle plate.
this allowed the EGR to be activated at steady state cruise for emissions (with cooler head temps and slight gains in fuel efficiency).


----------------------------------------------


CARB DOCUMENTATION FOR THE EF-16 ENGINE.
California Air Resources Board.





the CARB certification makes it clear the spec pertaining to the EF-16 engine versus the EF-15 engine for 49 states (rest of USA).
additionally it clarifies that the adv vac can of the distributor was not connected in the california version despite the throttle body port (a port similar to 74 EC-B 49 states car).
the throttle body port purely connects to the EGR.
few examples of the EF-16 engines survive intact or unmodified today retaining the original vac hose and EGR set up.

[wonkipop]

the PET catalogue has the following information.


1. replacement engines,

two part numbers are noted for replacement engines from EC0 037 552 on (start of model year 75).




2. throttle body
two throttle bodies are noted for engines EC0 037 552 on.





3. distributor.

two distributors are noted for the 75 MY. one for USA and one for California.






4. ecu

the ecu for 75 is a single unit for EF-15 & 16.




5. EGR

the EGR is fitted only to the EF-16 (California).
the decel valve is updated in 75 and used on both the EF-15 & 16.
some of the hoses related to the decel valve are upsized in the update.
the y connector to the intake boot is updated and the short length of hose between it and the boot used in 74 is deleted.
the connection to the AAV is updated with a preformed elbow.
the y connector and associated updates are common to the EF-15 & 16.
the preformed hose connecting the PCV valve/oil filler and intake boot used in 74 is retained in the EF-15 but deleted in the EF-16 and replaced by a fabricated metal pipe component connected to the EGR.