Preparing D-Jet for my '76 914, D-Jet |
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Preparing D-Jet for my '76 914, D-Jet |
Gatornapper |
Feb 2 2022, 06:58 PM
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#1
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Senior Member Group: Members Posts: 1,241 Joined: 22-September 17 From: Woods west of Richmond, VA Member No.: 21,449 Region Association: South East States |
Not long after I got my '76 914 in 2017, upon advice from the Brain Trust here, I purchased at a great price a working D-Jet complete from another member here who had pulled it from his '76 2.0 about 5 years earlier and had kept it all in boxes in his garage.
I have mentioned before that once I got the Weber IDF-44's dialed in and proven the condition of the engine, I would put the D-Jet in the car and see which I liked best. That's been the plan since I got the car almost. I used to work on Bosche EFI systems on my '72 Volvo and other Volvo's. Got very familiar with them. Two things have now given me the motivation to move on installing the D-Jet. 1. Getting the CIS system working like new on the 924 Turbo/931 (after 17 years in storage) has reminded me of how great these old FI systems are when they are dialed in. Cold starts on the 931 are as good as my Cayman S. And in all conditions, the responsiveness of the FI is superb. Time for that in my 914. 2. Dr. Phil here as done an incredible favor for me on the major components of my D-Jet. * He actually put my ECU in his car and proved that it is problem-free. * He also did the same with the TPS. Turns out it only needed a good cleaning of the contacts, and he ran it too in his 914 (my fav 914)[anderssj 's green '72 a close second] and proved it t be good. DrPhil - you are one incredible guy - and I cannot thank you enough. So for major parts, that leaves my MPS. It needs rebuilding. No problem, I've rebuilt similar devices successfully. I have Tangerine's kit and his instructions and the other ones on the web. And have the ability to pull the vacuum needed and measure the inductance to dial it in. Been cleaning up the parts and have this to show for it: (IMG:http://www.914world.com/bbs2/uploads_offsite/hosting.photobucket.com-21449-1643849920.1.jpg) I have 2 problems, 1 of which is major. First, I'm still focused on the 931 with a lot to do on it. It is now my daily driver so my Cayman S can take a break after 96,000 mile (still like new). The major problem is this: On Nov. 26th, the engine in my 914 very suddenly went to crap - after 2 years of running like new. After an hour of running fine, like normal, it very suddenly lost power. And it didn't want to even run below 1,500 rpm, and refuses to start. This is the easiest, quickest starting engine in my whole life, lighting up nicely after the very first spark. No more. I did get the engine running and checked timing. Perfect. Engine runs smoothly and like normal without load above 1,500 rpm - sounds perfectly normal. But won't run below 1,500 rpm, and has no power. Checked the compression: BUMMER! 63 low to 95 high, 73 and 78. Was 115, 118, 118, 120. Engine has now 66k miles on it. Yes, I'm overdue for a valve adjustment. But my lift has been occupied non-stop with the 931. Hopefully next week I can get to adjusting the valves. I'm very afraid something far more serious is going on. Why would engine go from running perfectly to no power and no idle? Suddenly? Any thoughts as to what I might be dealing with here are greatly appreciated. The D-Jet will be waiting if I've got major engine problems. TIA, GN |
DRPHIL914 |
Feb 4 2022, 01:22 PM
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#2
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Dr. Phil Group: Members Posts: 5,769 Joined: 9-December 09 From: Bluffton, SC Member No.: 11,106 Region Association: South East States |
Rich, thanks for the kind words, you helped me out too so i am glad to return the favor! that ECU has been back and forth more than a ping pong ball!! (IMG:style_emoticons/default/biggrin.gif)
sorry to hear you are still having issues with the motor. Seems like maybe a good adjustment when its cool and then see. when i dropped the valve seat last year on #3 it was a sudden thing and a couple things at one time caused the sudden hot cylinder, but also these heads and motors are just only going to get so many heat cycles. if compression is that low its time to pull the motor, pull the heads and get a really good look at things. you might be able to do new rings, and an upper end head rebuild, get new valves and springs in those or really with new castings get new heads all the way around will be new, and you can leave the lower end alone if the cam is not worn bad and the crank endplay is in spec, do the upper end. Then put that d-jet on it and go. ( or the carbs if you prefer). good luck and let us know how it checks out after redoing valve clearances. Phil |
Gatornapper |
Feb 4 2022, 09:15 PM
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#3
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Senior Member Group: Members Posts: 1,241 Joined: 22-September 17 From: Woods west of Richmond, VA Member No.: 21,449 Region Association: South East States |
Phil -
Thanks. Time is still consumed with getting the 924 Turbo to where it's my daily driver. Today got right Koni Sport shock in, tomorrow the left. Then new front rotors and maybe bearings. Then tires. Then 914 on lift for valve adjustment. I'll be ok if bottom end is fine - been thinking about new P's & C's, new or rebuilt heads for a long time. Would love to make it a 2056, with the new cam. Just too much going on now and now I've got some medical issues that are cramping my pace big time - nothing life-threatening, but something very painful. My wood-working shop (used to be garage into basement & opens thru garage door to my 3-car attached garage/shop) is heated with workbenches, so in the cold I'm enjoying the detail work of refurbing the D-Jet system..... So the 914 is on the back burner...... GN Rich, thanks for the kind words, you helped me out too so i am glad to return the favor! that ECU has been back and forth more than a ping pong ball!! (IMG:style_emoticons/default/biggrin.gif) sorry to hear you are still having issues with the motor. Seems like maybe a good adjustment when its cool and then see. when i dropped the valve seat last year on #3 it was a sudden thing and a couple things at one time caused the sudden hot cylinder, but also these heads and motors are just only going to get so many heat cycles. if compression is that low its time to pull the motor, pull the heads and get a really good look at things. you might be able to do new rings, and an upper end head rebuild, get new valves and springs in those or really with new castings get new heads all the way around will be new, and you can leave the lower end alone if the cam is not worn bad and the crank endplay is in spec, do the upper end. Then put that d-jet on it and go. ( or the carbs if you prefer). good luck and let us know how it checks out after redoing valve clearances. Phil |
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