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wonkipop
i'll be dropping the information we have gathered over Dec 2021 in with a set of posts.

the material was prompted by mr b ( @JeffBowlsby ) who observed that for the 74 MY there was an EC-A and an EC-B engine. mr b's thought was that the EC-A was a 49 states car and and EC-B was a californian car for emissions.

mr b's view was rational and reasoned. 73 EA engines are 49 states. 73 EB engines are california. 75 engines are documented in factory literature as EC-a (49 states) and EC-b (california). the logic should follow?

BUT

as per the mystery of the 914, the truth about 74 1.8s turns out stranger than fiction (or common sense?).

the material is not necessary to running a 1.8 or having fun with a 14. smile.gif

its for historical purposes and as information to 74 1.8 owners to assist with restoration if they want it.
wonkipop
SURVEY OF MEMBERS WITH 74 1.8s.
INFORMATION FROM RECENT ADVERTISED CARS.
(with thanks to members who provided information on their cars)

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EDIT
JULY 2022 - new entry for 05/74 car
AUG 2022 - new data entries.
SEPT 2023 - new data entries.
MARCH 2024 - new data entries.
wonkipop
DATE - UP DATE OF VAPOR EMISSION CONTROL SYSTEM.

location of charcoal canister location changed from front trunk to engine bay.



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EDIT MAY 2022

changeover from frunk canister to engine bay canister occurs after
VIN 4742909096 and 4742909104 on 20 Nov 1973.

refer page 2 of this thread for information/data.

EDIT JUNE 2022

a further example came to light.
VIN 4742908765 with engine can.
indicates changeover either side of weekend 17/18 Nov 1973.
Vins may not be in strict chronological order exhibiting the can location change as some Vin cars are completed in a different order to the production plate #s.

refer page 2 of this thread for information/data.

EDIT AUG 2022

to note regarding 4742909096 & 4742909271 - insufficient data was available to determine if these cars may have had earlier fuel tank type fitted while canister location had been updated to engine bay. it remains a possibility that the charcoal can location was updated as early as 4742908765 and stocks of earlier fuel tanks were used until depleted to be replaced by updated fuel tank with mounting bracket and seam slot no longer included.
wonkipop
EC-A and EC-B engines are most obviously identified by (1) and characterised by (2) & (3).

1) emission sticker located on the lhs of the engine bay above the relay board container.

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 tinware in various locations.

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EC-A

1. emission sticker.

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note - indicates USEPA and California conforming.


2. engine tune-up sticker

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note - tune-up sticker indicates one vac hose to distributor (disconnected for tune up settings).


3. painted number stamp

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numbers documented on EC-A were 606 and 607.
location - lhs or rhs engine tin or rhs engine tin apron.


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

EC-B

1. emission sticker

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note - indicates USEPA and California conforming.


2. tune-up sticker

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note - tune-up sticker indicates two vac hoses to distributor (disconnected for tune up settings).


3. painted number stamp

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numbers documented for EC-B engines were 604 and 605.
location - lhs or rhs engine tin.
wonkipop
emission stickers indicate that both engine versions are california + USA conforming and there is no distinction between EC-A and EC-B (more on that later).

tune-up stickers indicate there is a difference between EC-A and EC-B.

EC-B engines make use of both vacuum advance and retard feature of the distributor. (2 hoses shown disconnected)

EC-A engines make use only of the vac retard feature. (1 hose shown - on retard side and disconnected)

the vac cannister on the distributor is connected to the throttle body.
the tune up sticker implies -
a) a different throttle body for the EC-A with only a vac connection for retard.
b) a throttle body for the EC-B with vac connections for advance and retard.

the parts catalogue has the following information:


1. replacement engine.
two part numbers are noted for replacement engines up to EC0 037 551 (end of 74 MY). one for california. other for USA.

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2. throttle body
two throttle bodies are noted for engines up to EC0 037 551.
one for california. other for USA.


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3. distributor
only one distributor is noted for engines up to EC0 037 551.

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4. ecu

the ecu for 1974 was a single unit for all 1.8s

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neither the parts manual or the factory workshop manual makes it absolutely clear what the difference between 1974 USA/california models is in terms of distributor vacuum hose set up and throttle body appearance. nor does the parts manual link the differences it does indicate to either an EC-A or EC-B designation.
-----------------------


CARB (californian air resources board) EXECUTIVE ORDER A-7-5.
(information provided by member L-JET914

the executive order covers approval for the sale of 914 models in california.
it was first issued 29 Jan 74 for 3 months, then rescinded on 25th Mar 1974 with a further approval for 3 months and a further 30 days (to the end of MY 74).
the order also indicates that 74 1.8s were not available/approved for sale until jan 74 -
almost one third into the 74 MY.
the document makes it clear that the approval is for engine type EC-a.
the engine type has a distributor with only centrifugal advance and vacuum retard function (no vac advance function).
this document supports the EC-A as the california only engine (with associated parts) indicated in the parts catalogue.

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member survey / advertised cars data indicates EC-A engined cars were sold new in california (established by original sale receipts / orders).
there was one exception (more on that later).
the same data indicates EC-B engined cars were sold new in the 49 states.

this does not explain emission stickers that do not distinguish between california and 49 states. there may be an explanation for that (more on that later).

however it would seem on the basis of factory documents, CARB documents and sales documents that the EC-A engines were california and the EC-B engines were 49 state.
wonkipop
more to come
RRietman
QUOTE(wonkipop @ Dec 25 2021, 04:29 PM) *

more to come

If it makes any difference, I should add that my car was sold new in seattle Wa. 3/74.
I am amazed/interested at the depth of your research.
Thanks
Randy
wonkipop
thanks for that info randy
i revised the schedule to get that info in.

point of sale confirms the pattern - yours being an EC-B.

all this is thanks to mr. b
he asked the question.
we just looked for the answer.
its not that hard to do now thanks to the internet.
for a start its easy for us to all communicate through this website.
and its amazing what you can pull down from EPA archives etc with the right search terms. the american bureaucracy really has digitized their records to an extent that is astonishing. beerchug.gif

+ there are cars like yours and starbears.
he knows everything that has been done to his car since the day he drove it out of the showroom. not many cars and owners like that still around. smile.gif
may as well get it all down on the record. we are not here forever.
wonkipop
EC-A / EC-B THROTTLE BODY AND DISTRIBUTOR WITH VAC HOSE SET UP.



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


EC-A

note. few if any EC-A set ups seem to have survived intact.
or if present on very original cars as found in well documented BAT sales photo galleries the images did not present clear views of the throttle body.

the cars were known to wear out throttle bodies so many could have been replaced with throttle bodies either from EC-Bs or other model VWs with similar dimensioned throttle bodies. it is also possible that EC-As were revised by owners to EC-B set ups (more on that later).

what is known is that the 49 state 1975 1.8 had a similar set up to the 1974 EC-A california car. it utilised only the vac retard side of the distributor. (refer factory workshop manual regarding distributors for 1975).

a photo of an intact 1975 1.8 is used here.
the 1974 EC-A 1.8 either used this throttle body or it utilized the 74 EC-B throttle body with the vacuum advance port capped by the factory with a seal.



1. Throttle body.

(75 EC-a 49 state car).

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2. Distributor and vac hose set up.

74 EC-A california. from known EC-A cars documented with either an EC-A emission sticker visible or with a matching EC-A single hose tune-up sticker visible in documented images.

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EC-B

images are of known original condition EC-B cars.
(StarBear car & wonkipop car).
all member EC-B cars matched.
all well documented recent sales with extensive image galleries had matching set ups.


1. Throttle body

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early throttle body (StarBear car) nov 73

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slightly later throttle body (wonkipop car) jan 74
part number stamping location altered.

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2. Distributor and vac hose set up

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wonkipop
EXCEPTIONAL DATA 1

MYSTERY CAR

mr. b has documented this emission sticker.

EC-B USEPA conforming.

not california conforming.
no car was turned up with this sticker in survey/car sales documentation.

still to be determined.


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image courtesy of Jeff Bowlsby.

EDIT - MAY 2024
mystery solved.
see pg 12 of this thread.
the USEPA only emissions sticker appears for the last month of 1974 1.8 L jet production in June 1974. An example was found that linked Vin and K number to the sticker on the car. examples of emission stickers for EC-B engined cars indicate the more usual pattern of being stated USEPA and California compliant for all months of production up until June 1974.
wonkipop
EXCEPTIONAL DATA 2

paint stamp engine number EA 370.


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stamp on an early 74 L-Jet 1.8 (01 NOV 73).
more on commencement of L Jet production later.
EA signifies development order.
wonkipop
EXCEPTIONAL DATA 3

EC-A engined car (california/CARB conforming) sold new in Cincinatti OHIO (49 states).

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this car VIN 6/74 was not sold until early october 1974.
well into the 75 MY.
75 MY 1.8s were available on sale from commencement of 75 MY in Aug/Sept.

one explanation is the car may have been specifically sought by the customer for 1 of 2 or both reasons.

a) cheaper deal on superseded model.
b) strong preference for earlier car without later collision bumpers.

a car may have been sourced from remaining 74 stock. that stock may have been found in california. nothing stopped a CARB conforming car from being sold in the 49 states. only 49 state cars were prohibited for new sales in california.
wonkipop
A HYPOTHETICAL.

PAINT STAMP ENGINE NUMBER.

this is a guess at this stage.
the statistical sample of data confirmed is too small for any degree of certainty.
we only have examples of 1 or 2 cars in each case.

# 604 was found on two cars.
both EC-B.
neither car was fitted with a gauge pack/console from new or ordered with the gauge pack/console. (the pack was more normally an option for 2.0 L cars and part of their appearance group option package). the history of one of these cars is well documented and it remains with the second owner.

# 605 was found on one car.
EC-B
the car was fitted with the gauge /console from new.
the history of the car is known from new. it remains with the original owner.

#606 was found on one car.
EC-A
this car was not fitted with gauge/console when sold new.
the car history is known from new and remains with the original purchaser family.

#607 was found on two cars.
EC-A
only one car had sufficient documentation to determine that it was special ordered from the factory with an "app group" option (gauge/console). the car was tourist delivered to the original owner at the karmann factory in germany.

there is one distinguishing feature of 1.8 engines when fully assembled that sets them apart from 2.0 L engines.

1.8 engines came with a standard type second sump lid without provision for a temp
guage sensor and electrical connection unless it was ordered.

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all 2.0 engines came with the different second sump lid with the inbuilt sensor and electrical connection.

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it was a relatively simple matter to incorporate the gauge and console for the 2.0 either on the production line or at the dealer to suit customer preference.

it was more complex to incorporate gauges for the 1.8 as removal of the sump plate and opening of the sealed engine component with loss of oil was involved. esp so on the production line. (less so at the dealer).

if 1.8s were ordered with the exceptional and unusual option of guage and console this would have to have been allowed for on the production line.

this may have necessitated engine code stamps to ensure correct engine installation.

example of 74 1.8, no gauges/console. second sump lid plate is simple type.

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example of 74 2.0, without appearance group option of guages/console.
second sump lid plate is temp sensor type even though gauges not fitted.

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this pattern appears to continue for the 1975 MY

example of 75 1.8, no gauges/console. second sump lid plate is simple type.

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example of 75 2.0, without appearance group option of gauges/console.
second sump lid plate is temp sensor type even though gauges not fitted.

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the above examples are vgc and appear to be original cars.

there are two possible ways to test the hypothesis of paint stamp engine numbers further.

1. collect more data on 74 1.8 engines to get a greater statistical sample.


2, expand data collection to 75 1.8 L cars.

if the hypothesis is correct there will be 4 stamped numbers for 75 1.8 cars.
a number for 49 state cars (no gauges).
a number for 49 state cars (gauges)
a number for calif cars (no gauges)
a number for calif cars (gauges)

--------

further, if members with 73 cars were interested.
the guage/console option was on offer in 73.
a possibility is -

for EA engines.
a number for no guage cars.
a number for cars fitted with guages (from new from factory).

for EB engines
a number for no guage cars.
a number for cars fitted with guages (from new from factory).

= 4 numbers in total.


---------


for 2.0 L cars for 75/76 model years.
it looks to me like the only difference in the cars is whether 49 states or californian.
if the hypothesis is correct (and the only difference between 75/76 2.0 L engines is pollution equipment/specification) there will be two numbers for engine paint stamps for each of the the years.
one for 49 states.
one for california.
73/74 2.0 L cars will have one number for 49 states and california, no difference in emissions spec for those two years?


-----------

the exceptions to the above will be engines stamped with EA370 or possibly some other identifying stamp. those stamps appear to identify those engines with the early stage of an engine program connected with cars 73 and beyond. ie the discontinuation of the porsche 6 cylinder engine and the revamping of the engine range towards the 2.0 L and 1.8 L cars. EA370 is the project development # covering that program?


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

EDIT MAY 2022

further information that has come to light.

for a standard 74 1.8 to be fitted with a console and temp gauge option, in addition to the temp sensor sump lid plate the fully assembled engine would require 3 metal brackets with a crimped end to locate and support the temp sensor wiring clear of the crankcase and oil cooler. these are shown listed 1, 2 & 3 in images below.

1 was incorporated into the original factory sump lid temp sensor housing.
2 was fixed using one of the oil filter housing bolts.
3 was fixed using one of the oil cooler support bracket bolts.

all were not easy to access/fit with the cast fan housing on the assembled engine.
only 914/2.0L engines came with the sump lid plate, temp sensor wire supports and temp sensor wire in place on the assembled engine.

all 914/2.0 L cars were fitted with a temp gauge, either a standard temp gauge in the left hand combo gauge in the instrument binnacle or optioned with the centre console and gauge pack. all 2.0 L engines came with the necessary lid, temp sensor wire and support brackets already fitted.

standard 914/1.8s were not fitted with a temp gauge as standard, but were fitted with a standard wiring loom with provision for a temp gauge. they lacked the temp sensor sump lid, temp sensor wire and support brackets on the assembled engine to make fitting the console a simple plug and play into the wiring loom in the upper engine bay.

914/1.8s could be special ordered with the centre console and gauge pack.
this would have required that the engine was assembled at the VW engine plant with the temp lid, temp sensor wire and brackets in place.

it seems highly likely that the pattern found in existing original cars of:
604 = EC-B engine/car without gauge console.
605 = EC-B engine/car with gauge console.
606 = EC-A engine/car without gauge console.
607 = EC-A engine/car with gauge console.
is the reason for the two different paint stamp engine tin numbers for each of the EC-A or EC-B variants.

608 has been established as the paint stamp number for the 74 AN european spec 1.8 twin carb engine. the car with the 608 engine was not fitted with gauge console.
it is highly likely that a 609 engine existed and this would have been the AN engine fitted to european 1.8s with the gauge console option.

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engine tin paint stamp.
1974 1.8 / european spec AN.
held in the collection of the porsche museum germany.
engine stamp # = 608

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wonkipop
POST SCRIPT

A TROUBLED BIRTH FOR L - JET / THE FIRST EPA EMISSION CHEAT DEBACLE / THE FAILURE OF D-JET.

?

there was a lot going down in 1973.
none of it good news for VW.

primary background documents follow.



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

1.

looking through factory workshop manual to find differences between EC-A/EC-B -
i came across the inception date of L jet. Nov 73.

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L jet experts in the USA already knew this?
i didn't.
the introduction of the 914 1.8 did not co-incide with the start of the model year.


i read over the VIN# data base on this website.
what an asset. whoever decided to start that register - buy them a beer.
could not turn up a 74 1.8 before late oct/early nov 73.

these are the earliest that appear.

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2.

The VW emissions cheat of 1973

EPA letter/report to US Justice Department 1973.

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the letter (advisory circular) that was sent to all manufacturer's in 1972
referred to in EPA letter sent to Justice Dept above.

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specific devices in question.
both cases were only models equipped with full auto transmission.
VW type 3 (fastbacks and squarebacks)
EGR was turned off by a switch in a VW type 3 when temp was below 68F (according to EPA).
VW type 2 (bus)
TCS (transmission controlled spark advance) was turned off by a switch below 68F (according to EPA).

it is not clear if this applied to only californian models or 49 states models.
CARB Executive Orders of 1973 list the type 3 F/A (fully auto) as equipped with EGR and the type 2 F/A as equiped with TCS.

extracts from a VW fuel injection manual describing the emissions equipment.

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how EGR is controlled and switched off is explicit.
EGR is switched on above 65F.
car was clean in summer and dirty in winter.

how TCS operated is described above in terms of the type 3.
the type 3 did not have a temp sensor disconnecting the TCS.
the type 2 did.
the thermo switch would disconnect the transmission control that retarded spark in all the lower gears unless temp was above 65F.

without going into detail ----> basically VW could not make D jet cars work with fully automatic transmissions, pass emissions and be driveable.

Aftermath.

for 74MY there was only 1 fully automatic VW for sale in california.
the 1.8 L-jet engined VW 412.
the model arrived in August 73 for start of the MY.

VW dropped the F/A version of the bus for 1 year in california.
available in 73 and again in 75.
its not clear if you could buy a F/A bus in the 49 states.
(sales brochures said you could as a special option.)
the ED engine (type 4 1.8 L-jet) became available Jan 74 with manual trans.

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D-jet engines were not used for any VW F/A model.
it would also appear no D-jet engines were used for 49 state F/A models.
models fitted with semi autos were available.
easy to see why. you take your foot off the gas when selecting gears.
S/A can be set up similar to a manual in terms of emissions control.

not so a slur box?

vw needed cars with fully automatic gearboxes for the USA market.

-----------

3.

the introduction of L jet engined cars.

The VW 412 gets L Jet first - Aug 73.

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the VW 412 also continued to use the 1.7 EA engine in the 1974 MY
(use of the EA was discontinued for the 74 MY 914).

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the EA engine was only available with M/T and only in 49 states.
the sole model 412 sold in california was the F/A 412 with an EC engine.
it is not clear if there were differences between the calif and 49 states F/A version.
the calif version was fitted with EGR (ref CARB executive order A-7-5).
the california version of the EC engine was called the EC-D.
the 49 states version may have been the EC-C (i have found no information on that).
VW could make a fully automatic car work with L-Jet EFI.

Likely supply of EC L-jet engines was prioritised for the 412 model from the start of MY 74. if not VW had no F/A large sedan or wagon available for sale in california or the 49 states.
Engines for 914s, on the information available appear to begin 2-3 months later in late Oct/early Nov 73. The 1.8 cars start rolling of the production line at that time.

In Jan 1974, the ED engine - bus version of the 1.8L type 4 fitted with L-jet commenced.
the L jet version is sold in california with M/T.

In march 1974 the opel manta GT/E fitted with L jet commenced.

The introduction of L jet is staged.
First across three VW models and then to other manufacturers.

The VW EC engine is the first engine to be fitted with L-jet.
The 1974 914 1.8 is the second car to be fitted with L-jet.

i have been mistaken for 30+ years claiming the 914 1.8 is the first car to be fitted with L jet.
though the system on the car is the first version of L jet. (ref part # on AFM).
wonkipop
VAPOR EMISSIONS CONTROL SYSTEM.

(aka the charcoal canister or how it is plumbed).

this has been debated previously.

refer here.

http://www.914world.com/bbs2/index.php?showtopic=347951

in summary owners of original condition 74 1.8s with the engine bay canister know it is plumbed in an arrangement contrary to some hose diagrams that have been published and in a manner contrary to 73 and earlier year 914s.

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

the events of 1973 concerning the EPA case cast some light on the VECS (vapor emission control system).

the design of the system incorporated in the 1970-73 914s is in principle the same as the system used by porsche for 911 models from 1969-73.

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in 1973 for 1974-77 years porsche revised the system for its 911 models.

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note - the element that is altered is that a different end of the can is connected to the fan feed line.

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


the schematic layout of the 1974 VECS is shown in the emissions warranty for the 1974 914 model. this emissions warranty came with a 1974 1.8 model.

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the plumbing of the 914 1.8 hoses is consistent with the update porsche carried out for its 911 models for 74 MY.


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


the changes to the VECS that porsche introduced for the 74 MY across its range brought the system into line with VW designs for the VECS that had been in place since 1969.

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the original factory installed plumbing arrangement of the VECS in a 74 1.8 is characterised by an S-curved hose from the fan feed port on the fan housing to the lhs of the engine bay mounted charcoal canister. the rhs of the can is connected to the hose from the air cleaner and the fuel vapor line.

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note - this is only known to apply to 1.8 cars with the engine bay canister location update.


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


the canister location update occurred between 20 Nov 73 and 28 Nov 73.
(refer schedule 2 at beginning of thread).
EDIT JUNE 2022. further example has come to light indicating changeover is either side of weekend 17/18 Nov 73.
refer page 2 of this thread for information/data.


cars before the update had the VECS cannister in the front trunk.
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cars after the update had the canister in the engine bay.

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note - it has not been established how the front trunk mounted canisters were plumbed.
the system may have conformed to the earlier porsche design for 69-73 MY cars.

EDIT MAY 2022 - further data has been obtained which clarifies the plumbing layouts for the front trunk mounted canisters and the engine bay mounted canisters.
This data has been entered on page 3 of this thread.
the frunk mounted canisters used the Porsche design earlier version of hose hookup dating from 1970 MY on. the engine bay canisters used the VW design for the hose hook up from approx Nov 20 1973 on.



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


1974 914 1.8 HOSE LAYOUTS.

the engine hose layouts by Pete Klager and published on the Pelican Parts website are the most accurate diagrams.

the diagrams are for the 1975 1.8 EC-b (california version).

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note -

for the 1974 EC-B engine the EGR is deleted (along with T connection to dist-T/B vacuum advance line). the position of the charcoal can is on the rear bulkhead of the engine bay instead of next to the battery but with the plumbing arrangement shown.

for the 1974 EC-A engine as above for EC-B, but additionally the vacuum line connecting the dist-T/B advance line is disconnected at the T/B. the T/B either does not have a vac advance port or the port is capped with a seal. the hose from the advance port on the distributor is tucked under the distributor and left open.

this has also been previously explained by Dave Darling more than 10 years ago.
DD noted there were two versions of the hose layout for L-Jets.
at that time DD had not made a connection between the layouts and the emission stickers indicating either EC-A or EC-B or that the engines may have been sales market determined variations.

EDIT JUNE 2022
final hose layouts for 1974 EC-A/EC-B are posted on page 3 of this thread.



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

EC-A v EC-B

in principle it was (is) very simple to turn an EC-A engine into an EC-B engine.

simply connect the vacuum advance hose from the vac advance can on the distributor to the vac advance port on the throttle body (assuming the throttle body has a port).

and in reverse to alter an EC-B into an EC-A.

this may have been porsche and vw intention with the ambiguous emission sticker that stated both versions were USEPA and California conforming.

the adjustment may have been an easy matter for dealers to carry out (if the EC-A was fitted with a throttle body that had only a cap seal on the port).

it may have been a strategy to provide flexibility in terms of stocks of cars available for sale across the USA including California. given the delayed introduction of the 1.8 which did not it appears commence production until Nov 1973.

it is unclear how this would have worked in terms of annual emissions tests on vehicles.
CARB documentation implies that testers would technically have only had approval for EC-A stickered cars.

?
wonkipop
revising comments welcome.

further documented 1.8 information welcome.
esp information re paint stamp numbers on engines.

beerchug.gif
StarBear
Destined to be a classic (though imho it already is)!
Well done mr @wonkipop !
first.gif
wonkipop
post script

@StarBear

of course the 1.8 is a classic.
the only 4 cylinder 914 in the porsche museum. rolleyes.gif

@Arno914
a treat for you. beerchug.gif

along the way researching stumbled on a high res image of engine in 74 1.8 in porsche museum.
twin carb AN.

hoped i might be able to read a paint stamp # on it, but no cigar.
other interesting details.

tune up sticker = advance hose only/set timing with hose on.
oil filler cap as per earlier 1.7 EA engine, not like the L jet cap.

might write to the porsche museum and see if i ask nice enough if they can tell us if it does have a painted # on the tin/what it is.
if my guess about numbers is right there were 2 for AN in 74.
could be either 608/609 or 602/603? its a no gauge/console car.

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Van B
Anyone else notice that hellhole rust on the museum car lol?!
I agree that this will be a lasting resource for understanding the peculiarities of this very first L-Jet that defined the next 20yrs of German cars.
wonkipop
QUOTE(Van B @ Dec 29 2021, 02:00 PM) *

Anyone else notice that hellhole rust on the museum car lol?!


laugh.gif bubbling up there with no ECU to hide it.


-----

did an engine count from parts catalogue for 75 euro 1.8s.
101 made. (engine was not in anything else VW sold that year - easy to do the numbers).

couldn't do same for 74 - engine shared with some euro VW 412s.
but its maybe not much different.

makes a 75 euro 914 1.8 rarer than LEs? stirthepot.gif
Van B
Was there any car in the US that got the AN or AT series engine? When rebuild time comes for my motor, my one change will be the higher compression pistons.
wonkipop
QUOTE(Van B @ Dec 29 2021, 07:26 PM) *

Was there any car in the US that got the AN or AT series engine? When rebuild time comes for my motor, my one change will be the higher compression pistons.


no. AN not sold in USA.

not a huge number of AN made.
seems 8,798 engines in 74 shared between euro 412s and 914s.
and 101 engines in 75 solely in euro 914s.

don't know about AT - will have to look it up. bus engine?
Van B
Well, really the point is to find high compression 1.8 pistons. If that few were made, I’m sure they’re NLA anyway.
I’ll just cross that bridge when I get there.
wonkipop
QUOTE(Van B @ Dec 29 2021, 10:54 PM) *

Well, really the point is to find high compression 1.8 pistons. If that few were made, I’m sure they’re NLA anyway.
I’ll just cross that bridge when I get there.


they even made magnesium engine cases for early 411s.
these are engine numbers beginning with VO.
not sure what they are like and its only early engines around 1968 as far as i can tell.
they switched to aluminium after that.
these were only european sold cars that had magnesium cases.
much lighter.
but maybe not as strong.

i'm sure you can get the domed european pistons.
maybe not NOS ones but maybe you can.
all the euro motors for 411 and 412s were high compression.
not just the 1800 twin carb version.
there was a high compression L jet 1800 in europe too.
maybe that is the one to find out about Van?
although it could have been set up to work with an auto box.
i can't find out enough info on those 412s.
very obscure and a lot of it is buried and lost to time.
the fan base for 412s is a very small group of enthusiasts and to some extent its a forgotten car. (though i do like the look of the 412 variants where they kind of got the shape and proportions right).
they sold a lot more 1800 twin carb 412s in europe than 914s with the same motor.

also there would be aftermarket domed pistions?

i'm wondering if the heads were different in europe on the 1800s.
but at present i can't work that out.

they ran on 98 RON high octane.

the 1800 twin carb had a fair bit of power. 85 hp. lol-2.gif av-943.gif lol-2.gif
not that far short of the last version of the smog-ed 2.0 in USA at 88 hp. av-943.gif lol-2.gif hissyfit.gif

driving-girl.gif driving.gif
JeffBowlsby
AN engine in a factory 1974 914 GT (European-market 914 CanAm car). Only car I have documentation of with this engine, and my only photo of it.

VIN 4742916340 on the 914 Can Am Car Registry.

wonkipop
^

wow.

original motor?
wonkipop
@StarBear

@JeffBowlsby

additional info of interest.

i might be very close to pinpointing date (production week/even day) the charcoal can switches over. has this been done and if so is info in agreement?

two cars.

1)
member Ferg has vin # 4742909104. Ferg states it had the can in the frunk on the evidence. his post is attached below.

Click to view attachment


2)
found a car advertised for sale in 2012. excellent original condition 1.8.
vin # 4742909096.
shows evidence of having originally had a front trunk cannister that has been removed.
clip and mounting point intact on tank.

Click to view attachment
Click to view attachment
Click to view attachment
Click to view attachment


https://www.early911sregistry.org/forums/sh...book-EUR-44-000

the cars are 8 vin numbers apart.
neither are listed with a karmann#.
however the register on this site lists vin # 09098 as k # 4729590 = tuesday 20 Nov. 73.


Click to view attachment

this puts the date for the changeover at week 47 of 1973.
mon nov 19 - friday nov 23.
both these cars above are likely commenced on the same day (tues 20 Nov).

-----
StarBears car is a week 48 car and has the engine bay can.
R Rietman's car is a week 46 car and has the frunk can.

----------

EDIT - JUNE 29 2022

additional data point found.
VIN 4742908765.
K plate production # unknown.
poor condition abandoned 74 1.8 with original engine bay charcoal can intact.

Click to view attachment
Click to view attachment

using 914world Vin data base - closest VIN with K # recorded =
VIN 4742908715 K # 4649581 = 81st car commenced thursday 15th Nov 1973.

4742908765 = 50 cars after. given average daily production was around 100 cars, likely this was commenced the day after on friday 16th Nov 1973.
this is earlier than the Tuesday 20 Nov cars above this supports conclusion there is some mixing of chassis numbers in chronological order at the introduction of the charcoal cannister update.

if karmann numbers were available for cars that have been pinpointed a more precise date could be determined.

update information indicates the change is occurring either side of the weekend 17/18 Nov 1973. with at least one car likely on the friday 16 Nov with engine bay can and two cars on Tuesday Nov 20 with a frunk can.
StarBear
Yep, I'm convinced. Probably (?) not a single date as you said, all cars weren't produced/finished in precise sequence. Wonder, though, why the change not at the MY beginning - parts supply availability? using up existing parts inventory (my bet)? dry.gif
JeffBowlsby
Nice detective work. I know of nothing in conflict with that.
wonkipop
QUOTE(StarBear @ Jan 25 2022, 06:39 PM) *

Yep, I'm convinced. Probably (?) not a single date as you said, all cars weren't produced/finished in precise sequence. Wonder, though, why the change not at the MY beginning - parts supply availability? using up existing parts inventory (my bet)? dry.gif


yep. they would be using up inventory of pressed panels.
the engine bay rear firewall has a little pressed indentation with the drilled hole to mount the cannister and the front firewall area no longer has the holes for the hoses to a front mounted can. they would have been using up the panels they had before moving on.

an ideal date for factory purposes would have been a monday.
i assume they would have been counting stock and fine turning scheduling date to remaining stocks. given what i found above i'd call it as that fell on a tuesday.

i believe the change in position of the can is a deliberate move to alter the whole system and to ensure that previous practices on hose hook ups are relearnt afresh.
as you know i am sticking to my view that the can hook up is reversed with the charcoal can in the engine bay. all the evidence says so including our cars which were/are in original condition. also they changed the 911s in 74. a similar deliberate move was made and the cans were moved to the rear of 911s at that time as well as altering the hose connection hook up. as to why not the start of the model year, the answer is connected to the late commencement of production of 1.8s. its got something to do with coming under scrutiny of the EPA for cheat devices. you can bet your life that the EPA put VW under the microscope in mid 73 and examined all their emission devices. they would have went through everything with a fine tooth and comb.

all the evidence (all of it reputable factory literature) indicates VW plumbed up their evap system the way it is done on engine bay can 914s from nov 73. VW had been doing it that way on their cars since 1970. only the 914 (and the 911) were plumbed up the opposite way up to MY 74. you can bet your life the EPA would have picked up that discrepancy because the 914 was essentially a VW model with a VW engine. i think what happened is that VW and porsche at that point brought their emission systems into consistency across the range. (to note porsche were using VW evap system components on the 911 lock stock and barrel). it would have been a bit confusing argueing it worked either way? the 914 had the same set up as the 911 (a porsche design) until that moment in 1973 when it changed over.

be interesting to know the exact date when porsche changed it over on 911s.
my bet is on around about the same time, part way into MY 74.
and as a result of EPA negotiations.


a further clue to this would be original glove box manuals that came with the cars new.
i would expect all the early 74 MY 2.0L cars to have had a emissions warranty booklet that reflected the other plumbing set up of earlier cars.

i would expect all 1.8s after the change to have the emission warranty like the one i have which correctly shows the change in the plumbing.

i would expect all the 2.0s that come after feb 74 to also have that emission warranty booklet that would be like the one i have with my 1.8 (engine bay can).

the check would have to be done with emission warranties that were known to have come with the car new.

part of the problem with restored cars and reprint material or booklets purchased separately is that fine grain of detail gets lost.
wonkipop
@StarBear
production looks to go like this for 74MY cars.

commenced week 33 (aug 13 1973).

from week 33 to week 43 - exclusively 2.0L cars (at least for USA market).
(aug 73 to very late oct 73). it is possible that euro market 1,.8s were made in this period.

from end of week 43 - to at minimum week 04/05 74 (end of jan.start of feb 74) production is purely 1.8s.

after that production of 1.8s and 2.0s is more mixed in batches that are smaller in duration until end of model year.

refer members vin register here and other information affirming 1.8 production does not start until beginning of nov 73.

ideally the timing of the cannister would have been to match it to changing over to 1.8 production? but stocks of earlier panel pressings did not exactly co-incide?

nevertheless there will be two distinct batches of 74MY 2.0 L cars.
those made in 73 will have the can in the frunk.
those in 74 will have the can in the engine bay.
mr. b will know that stuff for sure.

and the 1.8s nearly all have the can in the engine bay and were intended to be so.
they are in between those two batches of 2.0 L cars.
the first 3-4 weeks of 1.8s have it in the frunk to use up the stocks of body panel pressings.
they would have been very keen to get those 1.8s rolling down the line as soon as the engines became available as these were the mass market car they shifted in the greatest numbers.


an interesting further check on this would be the 74 1.8 euro spec held in the porsche museum.need a vin # and a production date. see if it predates 1.8 USA spec cars and if so does it have a can in the frunk/or engine bay conforming to above dates switchover.
(though i do not think euro cars ever had evap system in those years?).
i know that japan cars had it and i know that because the australian design regulations required evap from 74 on (same as japan) that cut off private importation of 914s into australia. the last to come in via the uk were 73 models.
L-Jet914
What's interesting is when I replaced my ignition rotor, it had the standard rotor inside the distributor instead of the rpm limiting one. So I put the regular rotor in there as I thought it was what it came with.
wonkipop
QUOTE(L-Jet914 @ Feb 1 2022, 11:17 PM) *

What's interesting is when I replaced my ignition rotor, it had the standard rotor inside the distributor instead of the rpm limiting one. So I put the regular rotor in there as I thought it was what it came with.


hi L-JET914.

the reason for the rev limiting rotor in most of the cars was to protect from over-revving.
don't think there is anything else to them. its not to do with emissions.

they switched to a fuel cut off instead in 75 cal to protect the exhaust catalyser in 75 cal cars. it was not thought to be good to be dumping large amounts of unburnt fuel into the cat when the rotor cut ignition. bad for the cat. side benefit was that the fuel cut off did help with emissions. did not dump hydrocarbons. did not need the speed limited rotor.

neither really protect the engine on a missed shift or downshift.
it will still overspin.

i wouldn't worry about it.
i am not even sure you can buy a replacement rev limiting rotor anymore.
i haven't looked into it. i've still got one in mine. they are very large.

-----

i saw your other inquiry in the other thread. i think Dave P was trying to work out when they stopped stamping karmann numbers in the rear trunk of 914s and went to rivetted plates in front trunk. i knew from our survey that your car was in the vicinity he was looking at to pinpoint the change.
Van B
@wonkipop
Here’s another one for the records… this thing is a prize!
https://www.marshallgoldmanoh.com/used-vehi...sche-914-c-911/
wonkipop
QUOTE(Van B @ Feb 20 2022, 11:21 PM) *

@wonkipop
Here’s another one for the records… this thing is a prize!
https://www.marshallgoldmanoh.com/used-vehi...sche-914-c-911/


yep we got that one on our list already.
its the sister to your car mate.
built on a thursday and yours was the following monday.
same color?

its a dead split for mine spec wise.
except mine is phoenix red with a brown interior - the jaffa.
and i got drop out stripes instead of the positive side graphics.
but apart from that. same car.
i reckon they just churned them out to one spec for the USA pretty much.
like henry ford.
think that is why i like 914s. model t of sportscars.
and just as innovative as HF was with the T and every bit as sensible.

Van B
I wonder what it sold for? And do you know if the owner is a forum member?
For sure the underside of that car shows the benefit of the zeibart coating applied by the first owner of my car. I would say we’re it not for a low budget mechanic and painter, my car would rival the condition of that one.

Only a hunch, but I suspect you’re right that the 1.8 was meant to hit a price point in the US market. While we were entering the malaise era of cars in the US around this time, they were still making far more power than even the 2.0.

wonkipop
QUOTE(Van B @ Feb 21 2022, 10:59 AM) *

I would say we’re it not for a low budget mechanic and painter, my car would rival the condition of that one.



you got yourself a good car then if its up to that one.
an awful lot of 1.8s bit the dust along the way.
back in the late 80s when i was buying mine not a lot of folks were interested in them.
generally seen as troublesome injection/lowly model. lowest on lists of most desirable.
i figured it out doing my shopping in chicago. they all seemed to have anti roll bars and they all seemed to be in some kind of version of appearance group spec.

yellow one looked very very clean.
perhaps a little surface corrosion on the underside.
not sure when it was sold. possibly pre recent hikes in value.
someone probably got thenselves a real bargain.
fortunately at this point in time it will continue to be preserved?
rather than hopped up to a 2 or converted into a six.

mine is dealer undercoated.
that can be a good thing and a bad thing.
in my case it has been a good thing.
it only did 2 winters i was told by original owner.
the undercoating did its job and nothing got in behind it.


nice thing about yellow car - confirms there was a colored hose on the decel valve.
red brown color.
hoses i pulled off mine 2 years ago and renewed had the same brown red hose.

a red hose and a green vac retard line from the dist to t/b.
rest were grey/black color.
i have retained the green hose on the dist.



Click to view attachment

hoses i pulled off my car.

Click to view attachment
wonkipop
also that yellow car is one more confirmation that porsche did indeed change the plumbing to the charcoal can with the move to the engine bay.

got the same S curve hose from the fan to the single nozzle end of charcoal can as mine (and starbear). thare have been some inaccurate hose diagrams floating around for 1.8s for years that have had that wrong. not that it matters a huge amount i would think as the whole charcoal can is a bit of a joke when you look closely at it and how it works.
though mine has been working beautifully for at least a year now. it spent the first 12 months or so after i reactivated the car from its long sleep stinking up after a week or so.
but now. no stink. its been getting enough drives over a long enough distance to purge.
i guess the charcoal is still in good shape in mine?
Racer
What a rather well documented thread.

Question.. what engine code was given the Euro 1.8 Carbed engine? EC-A or EC-B? or were those motor pulled out of what ever production line there was and simply had carbs slapped on the top vs FI ? What kind of emmissions, if any, did Europe require for the carbed 1.8's?
wonkipop
QUOTE(Racer @ Feb 22 2022, 02:28 PM) *

What a rather well documented thread.

Question.. what engine code was given the Euro 1.8 Carbed engine? EC-A or EC-B? or were those motor pulled out of what ever production line there was and simply had carbs slapped on the top vs FI ? What kind of emmissions, if any, did Europe require for the carbed 1.8's?


different internals. higher compression pistons to run on higher octane leaded fuel.
internationally only the USA introduced unleaded fuel during the early 70s.
early unleaded fuel had lower octane levels than leaded.
lower compression ratios for the USA.

europe still had higher octane leaded fuel = compression ratio could be 8.6:1.
higher horsepower than USA EC engines - 85hp v 76 hp.

different crankcase vent system to USA 1.8s - appears to use a filler cap set up similar to earlier D Jet EFI. no charcoal can vapor emission as far as i can work out.
may have had different camshaft but don't know for sure.
in terms of emissions all they would have had was a crankcase vapor system that fed fumes into the aircleaner.

engine serial numbers begin with AN0 - engine code is AN.
unsure if it had a hyphen and letter to signify it was a sub type of AN.

paint stamp number on engine tin is different to USA EC engines.

carbies were used on euro 1.8s to keep cost of car down and to simplify servicing?
if it had been produced with EFI suspect it might have made even more horsepower than 85hp it had with carbs. the carbs were not anything special. usual VW solex carbs.
Van B
@wonkipop
I remember you saying that about the sway bars before. But mine did not have them... still doesn't.

Personally, I kinda like it. Since this car isn't fast, that roll into the corners makes the drives more fun lol!
wonkipop
QUOTE(Van B @ Feb 25 2022, 11:56 AM) *

@wonkipop
I remember you saying that about the sway bars before. But mine did not have them... still doesn't.

Personally, I kinda like it. Since this car isn't fast, that roll into the corners makes the drives more fun lol!


my recollection is from the late 80s when i bought mine.
at the time i was trying to chase a 2.0 (as was everyone).
the late 80s was a time there was actually a bit of surge of interest in 914s.
turned out to be a false dawn.
but prices were rising.
and i found i did not have enough $ to manage to get a good one.

we are talking these kinds of dollars.
i found one good six in chicago. tangerine. steelies+ hubcaps. $15K from memory but maybe it was more - $23K bit fuzzy on that as i only ever found one for sale.
73-74 2.0s in very good original condition. low miles. $9-10K and some even higher.
i had about $6K in my pocket, i had just finished grad school.
i stumbled into a little porsche workshop there somewhere near lincoln park where i lived. bunch of 356s, karmann ghias and 914s were in there.
and i talked to the main guy there and asked him if he knew where there might be some good 2.0s for sale to suit my budget.
he owned a 914 and knew plenty.

he was the one with the advice to look at a 74 1.8.
said don't listen tot he nay sayers, they are good cars.
and gave me the info that most of them were speced up standard to a high level.
with roll bars, a kind of apperance group package (with a bin console, not guages) etc.

sure enough when i started concentrating on 1.8s for sale, most of them were like that.
with the roll bars etc.

in the end i found a good one just north of chicago in wisconsin.
flat bedded it to his shop and he got it on the road for me.
it had been sitting for about 5 years.

so that is where i got the info on the spec set up for most 74 1.8s from.
story from a mechanic who knew the cars and dealt with a lot of them in chicago at that time.

the sway bars really helped it when it had its original shocks fitted.
they were boges and quite soft for comfort.
so the car would have rolled a lot more without the sway bars.
now i have bilsteins and its a lot firmer.

what shocks does your car run?
Van B
Its got some PoS KYB on the rear and who knows what’s on the front..old and dirty. I noticed when I got it home that the right rear sags… and like a fool I planned to make a chassis overhaul my first project.
wonkipop
QUOTE(Van B @ Feb 27 2022, 11:14 PM) *

Its got some PoS KYB on the rear and who knows what’s on the front..old and dirty. I noticed when I got it home that the right rear sags… and like a fool I planned to make a chassis overhaul my first project.


i noticed that photo of your hauling rig and the car on it.

chrome bumpers. nice. you got one over me. the jaffa has black painted night curfew look. ode to the wobbling goblin?

kyb probably better than bombed out boges.

mine used to sag very slightly right rear too. i could just pick it.

springs go weak. or are unequally mounted.
fixed it all with the suspension rebuild/recommission. sits level now.
took everything apart. front and rear. rebushed etc.
did not replace original rear springs. we just set them up equally and it worked.
StarBear
Mine has the appearance group, sway bars and the black bumper panels (see avatar). Peppy but no barn burner for sure - not enough horsepower for that but out cornered my friend’s GTO when rat racing in an office complex off hours MANY years ago. biggrin.gif
wonkipop
for @Van B

came across this image in obscure part of vw museum website.

AN engine in a 74 VW 412 in collection. one of their company cars.
did 185,000k. they looked after their own staff cars. engine is real clean.
same spec as 914 version. 85 hp.

only vac advance distributor. no emissions bureau in europe.
just autobahns you had to go as fast as you could on, even in a VW.

dual carb linkage looks real solid. if you have ever owned a twin carb type 3 - this is the carb linkage you were hoping for on that car but never got. headbang.gif

Click to view attachment
wonkipop
VAPOR EMISSION CONTROL SYSTEM

update information.

the emission warranty booklets included with cars when sold new provide the data that settles questions around the update change to the arrangement of the hoses to the charcoal canister that occur in 74 model year.

1.
1973 emissions warranty.
schematic diagram shown in booklet conforms to porsche design for hose hook up from 1970 model year on and agrees with diagrams in the factory workshop manual.
canister location front trunk.
canister type = metal, then plastic.
(source for diagram page - jeff bowlsby).

Click to view attachment
Click to view attachment


2.
1974 emissions warranty.
schematic diagram conforms to porsche design for hose hook up.
canister location = front trunk.
canister type = plastic.
emissions warranty dated VIII/73 = August 1973 (commencement of 74 MY production).
of note - emissions warranty is unique in applying only to 2.0L on cover.
this confirms that for 74 MY only 2.0 L cars were produced for the USA market from Aug to late Oct 1973 - 1.8 L cars commence production from late Oct/early Nov 1973.

Click to view attachment
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3.
1974 emission warranty.
schematic diagram conforms to porsche design for hose hook up.
canister location = front trunk.
canister type - plastic.
emissions warranty dated X/1973 = October 1973.
this emissions warranty applies to the first batch of 1.8 L cars that are produced from late Oct 1973 until Nov 20 1973. For a period of approx 3 weeks 1.8 L cars are produced with front trunk mounted cans.
note - cover now includes both models, 2.0L and 1.8L as per all previous MY 914 emissions warranties.

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4.
1974 emissions warranty.
schematic diagram is altered and hose hook up to canister conforms to VW design for all VW USA models since 1970. fan bleed hose and air cleaner intake hose alter positions on the can.
canister location = rear wall of engine bay.
canister type = plastic.
emissions warranty dated XI 1973 = November 1973.
this emissions warranty applies to the 1.8 L cars produced after Nov 20 1973 with the canister position revised to the engine bay location.
(the emissions warranty came with a car produced late Jan 1974).

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5.
1974 emissions warranty.
as per #4.
(the emissions warranty came with a 1.8L model produced in April 1974).
the XI/73 emissions warranty is used through to the end of 74 MY production covering 1.8L and 2.0L models.

Click to view attachment
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6.
1975 emissions warranty.
no examples of 1975 emissions warranties were submitted by members.
data will be posted if available in future.
canister location = engine bay position 2 (battery tray mount).
canister type = plastic.
EDIT SEPT 2023 - 2 examples of 75 emissions warranty submitted.
(both from 1.8) warranty dated VII/74 (July 74 - commencement of 75 production).

Click to view attachment
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schematic shows a hook up consistent with with 1974 cars post Nov 1973 using VW design.
canister position = engine bay position 2 (battery tray mount).
canister type = plastic.


7.
1976 emissions warranty.
the separate emissions warranty booklet appears to have been deleted in 1976 and the warranty incorporated into the main glovebox owners operating manual.
note - only 2.0L cars produced for 76 MY.
schematic diagram shows a hose hook up consistent with 1974 cars post Nov 20 1973 using VW design.
canister location = engine bay position 2 (battery tray mount).
canister type = plastic.

Click to view attachment
Click to view attachment


--------

Front Trunk Mount.
Plastic Cannister.

applies:
early 74 2.0L cars produced from August 73 to late Oct 73.
74 1.8L cars produced from late Oct 73 - 20 Nov 1973.
fan feed hose connected to end of canister with vapor line.
air cleaner intake feed hose connected to opposite end of canister.

Click to view attachment
Click to view attachment


Engine Bay Mount (rear firewall)
Plastic Canister.

applies:
all 1974 MY 1.8L cars produced post Nov 20 1973 to end of model year.
possibly all 2.0L cars produced post Jan 1974 when 2.0L production resumes -
this data has not been confirmed and was not part of 1.8 L-Jet research - however the emissions warranty would appear to indicate 2.0 L cars are consistent with 1.8 L cars after the change to engine bay canister location.

air cleaner intake hose connected to end of canister with vapor line.
fan feed hose connected to opposite end of canister.
of note - criss cross layout of fan feed and aircleaner intake hoses in 1.8 L cars.

EDIT - JUNE 29 2022

refer page 2 of this thread. locating date of canister location changeover.
an example has been located with a probable production date commencement of Friday Nov 16 1973. the changeover seems centred around the weekend 17/18 Nov 1973.
the cars are not necessarily chronologically arranged in terms of Vin numbers during this changeover. so some frunk can cars may have been completed after engine bay can cars. the date however would be appear to be located at the very end of week 46 and the commencement of week 47 production in 1973.


Click to view attachment
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EDIT SEPT 2023.
original condition 1975 1.8 (49 states car) showing mounting of canister in battery location with correct hose connections - matching schematic in emissions warranty booklet.

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this information is not intended to offer technical explanation for the operation of the vapor emissions systems.
the information is data that has been confirmed and shows the system was changed.
there have been many discussions on this forum as to how this system works.
what has not been commented on in previous discussion is that Porsche were designing the system in 1970 with provision for a major vapor load after shutdown from a twin 3 barrel carburettor engine in the 914/6 and 911. VW were designing a system for either a much smaller vapor load from a single carburettor (beetles), or in some cases a twin single barrel carb set up on some buses, but by and large an EFI system with vapor load only from the fuel tank.
After 1973 Porsche cease to sell carburettor variants of their engine in the USA.
This likely explains the update to using the VW arrangement after that time.

updated vac hose layout diagrams for 1974 L jet cars to follow at a later date.
covering EC-A/EC-B throttle body to distributor vac hose hookup variations and
vapor emission hose hook up variations.
Van B
@wonkipop
My car was not a frunk can. It is a rear firewall car with the OE stud and everything. I can also see, thanks to the original tank, that at no point was an evap can ever mounted there.
wonkipop
QUOTE(Van B @ May 25 2022, 09:06 AM) *

@wonkipop
My car was not a frunk can. It is a rear firewall car with the OE stud and everything. I can also see, thanks to the original tank, that at no point was an evap can ever mounted there.


i know @Van B .

two possibilities.
given when your car was made (dec 73).

1. cars with early engine bay cans could have got frunk can emission booklets until printed stocks of emission booklets were used up or if the emissions warranties were not withdrawn from stocks it got included with the car, or stocks of Nov edition had not arrived from printers for inclusion.

2. PO of your car replaced a missing emissions warranty with a new one and its not the one that came with the car. StarBear has done that for instance - his emissions warranty did not come with the car.

its probably #1.

given that you have a december 73 made car.
and we know there is a november edition warranty that replaced or superseded oct version. by rights your car should have come with a later nov edition warranty?
common sense says that.

we don't even really know where and when they put the warranties in the car.
did they do it at the factory and slip it in the glove box?
did they do it at the VW North America warehouses after the cars got to the USA?
did they do it at the dealer and they just had boxes of warranties to fill out and drop into the cars?

my guess would be that the warranties get included with the car close to the final point of sale. if nothing else for security.

its not hard to imagine a dealer with an out of date box of warranties not keeping up with things and you get these kinds of overlaps. esp so where there is a quick sequence of revising editions.

that would be my explanation.

what we do know is there was an Oct edition, thanks to the one you have.
and we know that there is a month worth of frunk can 1.8s that ends Nov 20 1973.
and after that there is a Nov edition and it goes to the end of 74MY and after Nov 20 there is an engine bay can and it goes to the end of 74MY.

and the two editions one month after the other track the change in the system and it accords with the change in components in the cars.

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Van B
Well, it may be inductive reasoning, but given the stack of records I have, I doubt my copy is a replacement. In other words, I am confident that when the orig owner took delivery, this was the book.

As far as the other aspects you mentioned. I’ll probably live the rest of my life not knowing the answer lol!
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