My 2.0 D-Jet motor runs hot,, Edit - idle fixed, vacuum leak found Options

[r_towle]

well, its running lean.
I cant accept that there is not a leak due to the car idling to high.

Pull everything off the plenum...I know you havent done this yet.
Yes it sucks...Yes it a pain..but it does work.
All holes plugged except the MPS.

ALL OF THEM.
So that means pull the AAR and plug it.
Pull the hose for the PCV and plug it at the plenum.
Pull both (or one) hoses to the distributor (I still suspect the advance can on the dizzy...you have not verified that vacuum device yet)

Pull them all, cap them at the plenum and get it to idle correctly FIRST...

Then put one hose at a time back on the plenum..just one at a time.

RIch

[detoxcowboy]

Did you check the distrib. plate? Mine stuck once. Make sure you remove the rotor and put some oil on the felt.

2 liter D jets also had a resistor off the CHT. I got mine at radio shack. I can look up the ohm if you need it.

Is the thermostat bellow hooked up? is it stuck?

Is the intake air temp sensor hooked up? You can pull the plug on it to richen up the mixture.

Distributor was taken apart and cleaned.

I don't see a resistor off the CHT. The wiring diagram in the Haynes manual doesn't show one. Am I missing something? My CHT plugged into the wiring harness.

I have the bellows open. Oil temps appear fine.

You only need the resistor if your ruinning the 037 ecu and 037 mps this was the first djet 2.0 1973 which used the 1.7 version control unit with a head temp anmd resistor.. i have a 74 2.0 djet no resistor no problem check this link it will go through very sufficiently all the djet components.. trouble shooting guide..

http://members.rennlist.com/pbanders/djetparts.htm

[orange914]

well, its running lean.
I cant accept that there is not a leak due to the car idling to high.

Pull everything off the plenum...I know you havent done this yet.
Yes it sucks...Yes it a pain..but it does work.
All holes plugged except the MPS.

ALL OF THEM.
So that means pull the AAR and plug it.
Pull the hose for the PCV and plug it at the plenum.
Pull both (or one) hoses to the distributor (I still suspect the advance can on the dizzy...you have not verified that vacuum device yet)

Pull them all, cap them at the plenum and get it to idle correctly FIRST...

Then put one hose at a time back on the plenum..just one at a time.

RIch

(IMG:style_emoticons/default/agree.gif)
when i converted my 73 1.7 d-jet f.i. system over to 2.0 d-jet for the 2056 i found cracks on the underside of the plenum the throttlebody sits on. we brazed them up but i'm sure they would've contributed to some hard to locate vacuum leaks

p.s. i had 2 plenums and both were cracked so my guess is this is typical after 30 years

worth a check see

mike

[Cevan]

Vacuum leak found: PCV valve. I pulled the vacuum line and plugged it and then messed around with the idle screw and the ECU adjustment. I now have a nice idle at 800 rpms. If I hook it back up, the idle goes back up.

As I recall, my PCV valve doesn't have any spring or disk inside it. That explains alot. It's basically just a port.

So my next question is can I convert mine to the '75-'76 setup that eliminated the PCV valve? If so, do I just connect the vacuum hose from the PCV valve (now really just a port) to the airbox?

From PBanders site:

The D-Jetronic PCV valve has two flow rates: metered (when the disk is on the intake manifold side seat) or closed (disk on crankcase side seat). This design is not optimal:

The metering slots restrict the flow of blow-by gasses under full-load conditions, causing the excess blow-by to flow back through the crankcase ventilation system.

The flow/no-flow nature of the PCV valve requires that the metering slots be somewhat larger than needed for idle conditions, so that there is sufficient flow under most operating conditions. This increased flow at idle causes the intake manifold pressure to increase, leading to a richer idle mixture and increased emissions and lower fuel economy, as well as potential idle stability issues.

These limitations are likely in part what led Porsche to revert to a passive crankcase ventilation system on the 75-76' 2.0L models, where the PCV valve is eliminated, and the breather on the oil filler is connected to the air box instead of the intake manifold.

[r_towle]

Glad you figured it out and did not give up and go Ljet.

Rich

[Cevan]

So can I just hook the gutless PCV (now just a port) to the intake side? I couldn't find new PCV valves at Pelican or AA.

[SLITS]

PCV hooks to plenum ... generally hi vacuum area

'75-'76 hooks to air cleaner ... very low vacuum area


Hook'r up ....................... (to the air cleaner)