Fuel injection issues? Possibly run carbs? |
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Fuel injection issues? Possibly run carbs? |
bmtrnavsky |
Apr 19 2022, 01:52 PM
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#21
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Member Group: Members Posts: 355 Joined: 20-October 07 From: Longview, TX Member No.: 8,245 Region Association: Southwest Region |
My 914 has been sidelined since 2012 for a number of reasons but was parked not running. Pulled it out of mothballs and hauled it over to the local vintage Porsche mechanic who said my impulse sender had no signal. He said he was unable to source parts for it and was unsure if replacing that part would get it back on the road his recommendation was to convert to Weber 40's. I'm not rich so I understand his hesitancy to open what could be a very expensive can of worms.
So here is where my questions start I'm just looking for a solid running reliable car that I can drive on trips and maybe autocross 2-3x per year. anyone have a source on the impulse senders? can they be rebuilt? Is the Carb it advice good? I have a basically stock 2.0 with hydraulic lifters and a very mild cam. Will I have to change my cam to convert it? what's the best carb? I have seen 34's 40's and 44's people seem to do all three are there pros and cons to each setup? Can I get this conversion done for around $1500 in parts and is it a achievable project for an average mechanic? I suck with electrical but I have plenty of tools and am not afraid to learn as I go. I have done head gaskets and other mid level projects before. |
JeffBowlsby |
Jun 1 2022, 12:57 PM
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#22
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914 Wiring Harnesses Group: Members Posts: 8,663 Joined: 7-January 03 From: San Ramon CA Member No.: 104 Region Association: None |
My comments about the 123 trigger points. Some may consder these nuances, I consider them important, but resolvable. Mind you I have not had a 123 in my hands, am only looking at the published drawings/photos online. Maybe I am missing something? Those that have done this, please clarify and post photos of your solution. If you are driving around with an expensive new dizz and this connection fails you are in trouble.
123 provides 2 wires coming out of a hole in the side of the dizzy body. Ideally the 123 would come with a female D-Jet plug emulating the stock trigger point connection plug where the stock plug on the harness simply plugs into it like it was made for it, and which accommodates the rubber boot as the D-Jet connection system requires. How hard would it be for 123 to fab a rigid plastic connector housing with the terminasl embedded for D-Jet and provide their dizzys with it for cars that require D-Jet compatibility? In the meantime, these wires need: -Outer casing to route them and protect them from engine bay heat and fluid contamination. Exposed wires will not last long in our engine bays if not protected. -A grommet to keep the wire penetration into the dizzy body watertight. -The male wire terminals in their diagrams which insert into the wire harness female terminals. I have not been able to locate these male terminals and its not clear that they are provided with the 123. -Some easily removeable and reinstallable method of waterproofing the electrical connection to the FI harness. Electrical tape is not an acceptable solution. D-Jet relies on the rubber boot over the trigger points connection for strain relief, to protect the wires from heat and fluid contamination and to keep the connection physically connected. D-Jet owners need a total solution for this important connection. |
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