Part |
Porsche/VW # |
Bosch # |
Engine |
Year |
Notes |
ECU |
022 906 021
022 906 021 U |
0 280 000 007,
008
CU89X |
1.7L |
1970 ? |
Discrepancies:
The BGDIP lists the
CU89X for the 1970 914 1.7L, with 0 280 000 007 and 008 as Bosch
cross-references. It also lists the CU89X as being cross-referenced to VW
part number 022 906 021U. The PTS and FWM both list a 022 906 021 ECU for "August
1969" through "August 1970" - but the BGDIP cross-references this VW number to the CU47X, which is for the 1975 Type
2's. Characteristics: Unknown |
|
022 906 021 B
022 906 021 BU
022 906 021 BX |
0 280 000 015
CU11X |
1.7L |
1970 - 1971 |
W0 000 001 => W0 129 581
The PPC specifies this ECU addition to the ECU above for 1970
1.7L's.
Characteristics: Has over-run shut-off circuit, no idle mixture
adjustment knob, five waveform generators in the speed control circuit |
|
022 906 021 A
& E
022 906 021 AU
022 906 021 EU |
0 280 000 037,
013, 038
CU13X |
1.7L
2.0L |
1972 - 1973
1973 |
W0 129 582 =>
W0 250 000
EA0 000 001=> EA0 098 793
EB0 000 001 => EB0 009 703
GA0 000 001 => GA0 006 765
GB0 000 001 => GB0 007 401 (AA web)
Note: Use only the CU13X or the 022 906 021 E (Bosch 0
280 000 037) ECU with the 1973 2.0L engine.
Characteristics: No over-run shut-off circuit, idle mixture
adjustment knob present, five waveform generators in the speed control
circuit.
|
|
039 906 021 |
0 280 000 043,
044
CU14X |
2.0L |
1974 |
GA0 006 766
=> GA0 015 021 Characteristics: No over-run shut-off circuit,
idle mixture adjustment knob present, five waveform generators in the speed
control circuit. |
|
039 906 021 A
039 906 021 AU |
0 280 000 051,
052
CU16X |
2.0L |
1975 - 1976 |
GC0 000 001
=> GC0 006 946 Characteristics: Has over-run shut-off
circuit, idle mixture adjustment knob present, four waveform generators in
the speed control circuit. |
Injection Valve |
022 906 031 A or
311 133 261 A |
0 280 150 009 |
1.7L |
1970 - 1976 |
Yellow plug |
|
039 906 031 |
0 280 150 019 |
2.0L |
1973 - 1974 |
Green plug |
|
039 906 031 A |
0 280 150 038 |
2.0L |
1975 - 1976 |
Might be NLA or close to it. Green plug |
Injection Valve
Seal |
311 133 263
311 133 261 |
1 280 206 702
1 280 206 703 |
1.7L, 2.0L |
1970 -1976 |
One each
required per injector. |
Fuel Filter |
311 133 511 D |
0 450 901 003 |
1.7L, 2.0L |
1971 - 1974 |
|
|
133 133 511 |
0 450 901 005 |
1.7L, 2.0L |
1975 - 1976 |
NLA |
Fuel Pump |
311 906 091 D |
0 580 463 005 |
1.7L, 2.0L |
1970 - 1974 |
These are rapidly becoming NLA |
|
043 906 091 |
0 580 463 016 |
1.7L, 2.0L |
1975 -1976 |
These may be NLA or are nearly so |
Auxiliary Air
Regulator |
022 906 045 |
0 280 140 007 |
1.7L, 2.0L |
1970 - 1976 |
NLA. BGDIP also lists a 0 280 140 101 for the 74-75 914, and a
0 280 141 011 for the 1.7L 1970 to 1973. However, I have seen photos of
the 0 280 140 101, and it doesn't look at all like the 0 280 140 007, it
looks like the AAR used in the 1.8L cars. I doubt it's a useful replacement.
I suspect the same is true of the 0 280 141 011. |
Cold Start Valve |
022 906 171 A
311 906 171 B or
PCG 906 171 B |
0 280 170 017
0 280 170 015 |
1.7L
2.0L |
1970 - 1973
1973 - 1976 |
NLA |
Intake Air
Temperature Sensor |
311 906 081 A |
0 280 130 006 |
1.7L, 2.0L |
1970 - 1976 |
NLA. This part number
was used on all versions of D-Jetronic (e.g. VW, Porsche, Volvo, etc.) |
Cylinder Head
Temperature Sensor |
311 906 041 A |
0 280 130 003
0 280 130 012 |
1.7L
2.0L |
1970 - 1973
1974 - 1976 |
Discrepancies:
The PPC lists this Porsche/VW part number for the engines below.
The BGDIP cross-references this VW part number to the 0 280 130
003 sensor, which is the sensor for the 1968-1969 Type 3's. I checked with
my local Bosch supplier and the ...003 is the part he found for this
Porsche/WV number . The DSM lists the 0 280 130 012 sensor for these
engines and years, but not for the 1974 2.0L. Note that the 0 280 130 003 sensor is used by some 914
owners to get a richer cold engine mixture.
W0 000 001 => W0 250 000
EA0 000 001 => EA0 098 793
EB0 000 001 => EB0 009 703
GA0 006 766 => GA0 015 021
GC0 000 001 => GC0 006 946
|
|
022 906 041 |
0 280 130 012 |
1.7L |
May 1971
Aug 1971 |
The PTS and the
FWM list this part as the standard equipment. The 311
906 041 A is listed as the replacement part. |
|
022 906 041 A |
0 280 130 017 |
2.0L |
1973 |
Discrepancies:
The PTS, PPC, and FWM list this sensor only for the 1973's, but the DSM
lists it for both the 1973 and 1974's.
Used with the Ballast Resistor
below.
GA0 000 001 => GA0 006 765
The PTS and FWM list this sensor as a
replacement for the 1.7L engines in cases of high fuel consumption.
|
Ballast Resistor |
039 971 762 A |
N/A |
2.0L |
1973 |
Non-Bosch, Wehrle part, 270
ohms. List price for this thing is nuts, >$20. Go to Radio Shack and
buy a 1/4 or 1/2 watt resistor of near-equal value and a couple of
crimp-on terminals for about $1 if you need this part. |
Thermo Switch / Thermo-Time
Switch |
311 906 161 A |
0 336 003 003 |
1.7L |
1970 |
Thermo switch. From the PTS and
the FWM. Both state to only use this part with ECU 022 906 021
W0 000 001 => W0 057 460
|
|
311 906 161 C |
0 336 003 007 (BGDIP)
0 336 003 008 (actual) |
1.7L, 2.0L |
1970 - 1974 |
NLA. Thermo
switch. BGDIP lists the Bosch number for this part as ending in 007.
Actual part (looked at two different parts) with this number is imprinted with Bosch number 0 336 003 008.
W0 057 461 => W0 250 000
EA0 000 001 => EA0 098 793
EB0 000 001 => EB0 009 703
GA0 000 001 => GA0 015 021
|
|
022 906 163 A |
0 280 130 205 |
2.0L |
1975 - 1976 |
From the PTS and
the FWM.
GC0 000 001 => GC0 006 946
This is a thermo-time switch. It has an internal heater that limits the
maximum time the switch will stay open under cranking, from 5 to 20
seconds, depending on the external temperature.
|
Deceleration
Valve |
022 133 551 |
0 280 160 102 |
1.7L |
1972 - 1973 |
1970 -1971 1.7L
914's didn't have a decel valve, because their ECU cut off the fuel flow
on overrun. |
|
039 133 551 |
0 280 160 108 |
2.0 L |
1973 - 1976 |
|
Positive
Crankcase Ventilation (PCV) Valve |
022 115 542 |
N/A |
1.7L,
2.0L |
1970-
1976 |
|
Fuel Pressure
Regulator |
PCG 133 030 A |
0 280 160 001 |
1.7L, 2.0L |
1970 - 1976 |
|
Manifold Pressure Sensor |
039 906 051 |
0 280 100 043 |
2.0L |
1974 - 1976 |
NLA |
|
022 906 051 C |
0 280 100 037 |
2.0L |
1973 |
NLA. GA0 000 001
=> GA0 006 765 |
|
022 906 051 E |
0 280 100 049 |
1.7L |
1970 - 1973 |
NLA |
Throttle Switch |
039 906 111 A |
0 280 120 032 |
2.0L |
1973 - 1976 |
NLA. Note that the
PTS and FWM list a 039 906 031 number for the 1973 2.0L switch - but that
can't be correct, as that number is the same as the injector number. |
|
022 906 111 A |
0 280 120 042 |
1.7L |
1970 - 1971 |
NLA. W0 000 001 =>
W0 129 581 |
|
022 906 111 B |
0 280 120 021 |
1.7L |
1972 - 1973 |
NLA. W0 129 582 =>
W0 250 000
EA0 000 001
=> EA0 098 793
EB0 000 001 => EB0 009 703 |
Main Relay |
311 906 061 |
0 332 003 021 |
1.7L |
1970 - 1973 |
W0 129 582 =>
W0 250 000 |
Trigger Contacts |
311 905 301 |
1 230 090 000 |
1.7L, 2.0L |
1970 - 1976 |
|
Distributor
(vac unit listed where available) |
039 905 205 (diz)
022 905 271 C (vac)
(vac from BIP) |
0 231 174 009
(dizzy)
1 237 122 601 (vac)
(PIP & PP web) |
2.0L |
1973 |
GA0 000 001
=> GA0 006 765
(PPC, FWM, and PTS) |
|
039 905 205 A (diz)
039 905 271 (vac)
(vac from BIP) |
0 231 174 011
(dizzy)
1 237 122 603 (vac)
(BIP & PP web) |
2.0L |
1974 - 1976 |
GA0 006 766
=> GA0 015 021
(PPC, FWM, and PTS) |
|
039 905 205 B (diz)
039 905 271 (vac)
(vac from BIP) |
0 231 172 021
(dizzy)
1 237 122 603 (vac)
(BIP and PP web) |
2.0L |
1975 - 1976 |
GC0 000 001
=> GC0 006946
PPC lists te vac as a 039 905 271 A instead. |
|
022 905 205 A |
?? |
1.7L |
?? |
Graphs in FWM,
no usage noted. Not in the BIP. |
|
022 905 205 B |
?? |
1.7L |
?? |
Graphs in FWM,
no usage noted. Not in the BIP. |
|
022 905 205 D
(PTS & FWM) |
?? |
1.7L |
1970 |
W0 000 001 =>
W0 007 333 (PTS & FWM)
No entry in the BIP for the 022 905 205D.
|
|
022 905 205 E
(PTS & FWM)
|
0 231 172 007
(from Ralf H. on Rennlist - right off the dizzy) |
1.7L |
1970 |
W0 007 334 =>
W0 039 125 (PTS & FWM)
No record of a ... 172 007 in the BIP. No Porsche or VW part
number cross-referenced and no record of a ...205 E dizzy. But, this seems
to be the actual part used on 1970 914's, two '70 1.7L owners have
verified.
|
|
022 905 205 F (diz)
022 905 271 A (vac)
(PTD & PPC) |
0 231 174 001
(from a dizzy up on Ebay, and from the BIP for a '70) |
1.7L |
1970 |
W0 039 126 => W0 057 460 (PTS & PPC)
Supposedly the same as E, with
speed limiter rotor - however, comparison of part numbers stamped on an E
and F distributors show significantly different Bosch numbers.
No ... 205 F entry in the BIP for the Porsche or VW, but the BIP lists
the 0 231 174 001 for the '70 1.7L.
|
|
022 905 205 H (diz)
022 905 271 B (vac)
(PPC) |
0 231 163 011 (BIP)
|
1.7L |
1971 - 1972 |
W0 057 461 =>
W0 250 000 (PPC)
BIP doesn't show this dizzy as used on any 1.7L engines, but it does
show it as a VW dizzy for 1971 to 1972 Type 4's.
|
|
?? |
0 231 174 005 |
1.7 L |
1973 |
From BIP,
"to 11/72". No Porsche or VW part number cross-referenced. |
|
?? |
0 231 174 007 |
1.7 L |
1973 |
From BIP,
"from 11/72". No Porsche or VW part number cross-referenced. |
|
022 905 205 P (diz)
022 905 271 C (vac)
(PPC) |
0 231 172 019 (BIP)
|
1.7L |
1970 - 1973 |
W0 000 001 =>
W0 129 581 (PPC)
EA0 000 001 => EA0 057 000 (PPC)
EA0 057 001 => EA0 098 793 (PPC)
EB0 000 001 => EB0 009 703 (PPC)
BIP shows this dizzy as being for the 1973 Type 4.
|
|
022 905 205 J |
?? |
1.7L |
|
FWM (no
description of the application), also listed in Automobile Atlanta web catalog. |
Part |
Description |
ECU |
- Function:
Receives sensor inputs of engine operating condition, speed, and
load. Using a combination of analog and digital processing of
these inputs, the ECU sends voltage pulses of the
appropriate duration and timing to the injectors. Also controls the
operation of the fuel pump.
- Failure
Modes
- Dead:
Nothing works. Usually due to major component failure.
- Mismatched:
Wrong ECU for the engine and/or FI sensors. Causes various
idle and drivability problems.
- Notes:
The ECU is reliable and rarely faulty. Mismatched ECU's are more of an
issue (more on this below, see the cylinder head temperature sensor and
manifold pressure sensor entries) . Even mismatched, ECU's still often
work OK, but may cause some drivability problems. Use the table above to verify that
your ECU is correct for your engine type and number. The best test for an
ECU is to swap it with a new or rebuilt unit. The Bosch D-Jetronic tester that
can be rented from Pelican Parts tests some aspects of ECU
operation, but it is not comprehensive.
- More:
Frank Kerfoot, a former Bell Labs EE, did a fantastic job of
reverse-engineering the
schematics of the ECU. Using these schematics (and a lot of help
from others) , I have developed a descriptive document
that goes through each section of the ECU and describes the circuit
operation. Here is the URL to the page:
http://members.rennlist.com/pbanders/ecu.htm
|
Injection Valve |
- Function:
Receives pulse signal from the ECU, opening the injector, spraying fuel
into the intake of each cylinder.
- Normal Value(s): The
"Troubleshooting Guide" in the DSM states a nominal value
of 2.4 ohms, measured at the ECU plug. It also recommends checking
the FI ground connection point at the back of the engine if the
measured resistance exceeds 3 ohms. I have measured values on my car
between 2.79 and 2.53 ohms at the ECU plug and my car works fine -
but I'll check that ground, anyway! Inductance values measured at
the ECU plug on my car varied between 3.77 and 4.16 mH.
- Failure
Modes
- Clogged:
Reduced output and poor spray characteristics, causing poor
drivability and fuel economy. See URL below
for test method.
- Open
or shorted coil: No output, dead cylinder, causing poor
overall performance. See URL below
for test method.
- Stuck
Open: Very rich mixture, possible hydro-lock of cylinder.
See URL below for text method.
- Leaking
(tip):
Deposits cause the injector to leak into the
intake. Results in
rich mixture, poor fuel economy, drivability problems. See URL
below for test method.
- Leaking
(body): Dripping from the body of the injector. Causes
fires that burn up your 914. Test method is to look and smell
for leaking gas, or to look for huge flames shooting out of
your engine compartment.
- Leaky
O-rings: Loose or missing O-rings on the exterior of the
valve can cause vacuum leaks. Causes lean mixture, lean
surging, and drivability problems. See URL below for test
method.
- Notes:
The injection
valves are reliable and durable. Today's reformulated gas can cause
deposits, leading to clogged or leaky injectors. If you suspect a problem with your injectors,
follow the procedures at the URL below to determine if they are
functioning properly. Using an injector cleaner (e.g. Techron) every 10K
miles is a good idea.
http://www.914fan.net/djet.html
also try: http://mail.symuli.com/vw/Djet.html
Flow rate data (courtesy of Roland Kunz):
Yellow (1.7L) - 265 cc/min @ 2.0 Bar, 3V, 0.15 mm ± 0.05 mm
lift
Green (2.0L) - 380 cc/min @ 2.0 Bar, 3V, 0.15 mm ± 0.05 mm lift
|
Fuel Filter |
- Function:
Removes particulates from the fuel.
- Failure
Modes
- Clogged:
Reduced output. Causes a number of drivability problems due to fuel starvation at part-load and
full-load.
- Notes:
Often overlooked during maintenance and while tracing FI problems. Replace the fuel filter every 10K miles. If
you are still having supply problems, check the in-tank filter sock
- did you know you have one?
|
Fuel Pump |
- Function:
Supplies fuel to the injectors and cold start valve.
- Failure
Modes
- No
pressure/inoperative: Can be due to electrical or
mechanical failure. The engine will not run in this condition.
See the URL below for a test procedure.
- Improper
fuel line hookup: Very odd problems in maintaining
pressure, with odd drivability problems. Check the factory
workshop manual for the correct hookup.
- Clogged
return line: I had this happen when I converted back from carburetors, my return line was clogged at the tank. High fuel
pressure and rich, possible gas contamination of oil. If you
can't regulate the pressure, this may be your problem.
- Failed
Check Valve: The check valve keeps the pressure to the
injectors and CSV up after the fuel pump is shut off to
prevent vapor voids from forming and speed up starting. A failed check valve may cause some
hot starting problems. There has been one report of a failed
check valve causing the fuel pump to return all fuel to the
tank, with no supply to the injectors. See the URL below for a test procedure.
- Notes:
Detailed procedures on checking the fuel pump are documented in the
Factory Workshop Manual. The electrical plug, contacts, and boot are often
in poor condition due to exposure to heat, battery acid, and the
environment. Contact failures are a common cause of a
sudden shut-off of your car while driving. You should hear the fuel pump
run for 1.5 seconds after turning the key to the "on" position.
If you don't hear the pump run, check the fuel pump relay on the relay
board, and the connection plug to the fuel pump. I keep a cheap Radio
Shack multi-meter in my car just for this problem.
- More:
There is an excellent reference on debugging fuel pump
problems at the URL below:
http://www.914fan.net/fuelpump.html
I also have created a series of flow charts for diagnosing the fuel
pump circuit and relays:
http://members.rennlist.com/pbanders/FPChecklist.htm
|
Auxiliary Air
Regulator |
- Function:
Provides additional air to the engine during warm-up to overcome
drag due to internal friction of a cold engine.
- Normal Value(s):
about 14 ohms of resistance from the connector to the body of the unit.
- Failure
Modes
- Stuck
open: Fast idle. Check by removing input hose to the
regulator after the car has been running for 10-15 minutes. If
you feel suction on this line, the regulator is stuck
open. See below for rebuild and rejuvenation procedures.
- Stuck
closed: Poor running (low idle) after cold start. Check on
cold engine by removing the input hose immediately after
starting. If you do not feel suction, the regulator is stuck
closed. See below for rebuild and rejuvenation procedures.
- Broken
heater lead or heater coil: Engine stays at fast idle for a
long time after starting (more than 10 minutes). Check by
removing the regulator and grounding the case and applying
+12V to the input lead. In a few minutes, if your heater is
working, you should feel the base of the AAR getting warmer -
eventually, it gets quite warm. If the lead is broken where it
enters the AAR, you're out of luck. It is actually insulated through
the crimped connector into the AAR - a really crappy design, as it's
easy for the insulation to break down and short it, or for it simply
to break off due to stress from handling. If it's broken right at
the connector, you may be able to salvage it by rebuilding (see
below)
- Shorted
heater lead or heater coil: Check this if you blow the 25A
(red) fuse on the relay board every time you try to start the car. See
below for rebuild procedures.
- Notes:
The regulator is open when cold, and closes over time as a heater inside
the unit (+12V supply) acts on a bimetallic strip. The opening inside the
AAR has a slot that starts off wide and gets narrow. The idle stays high
while the wide part is open (~3-4 minutes), then drops off as the narrow
part remains exposed (~10 minutes for fully closed). Even if the heater is non-functional, the
engine heat will eventually close the regulator. Because the regulator is no longer available new or
rebuilt, you will have to obtain a used unit or repair your own unit - you
are on your own here!
- Does Yours Close Too Fast?: If you'd
like for the AAR to stay open longer, try adding 2.5 ohms (four 10
ohm/10W power resistors in parallel) in series with the heater. This
will reduce the heater power from ~14W down to ~10W, and cause the AAR
to close more slowly. Should add a few minutes to the fast idle part of
the cycle. Please exercise caution - that resistor pack can get
hot, make sure it is safely secured.
- Rebuilding and Rejuvenation: These
things are NLA and working units don't show up for sale very often. I
recently sacrificed a frozen unit to figure out the best ways to revive
them and/or rebuild them.
- How does it work?:
First, you have to understand how the AAR works inside. Click
here to see a
diagram of its guts. It's not so clear from the diagram, but the way
this thing works is that in the top part of the unit, there's a cylinder
with a slot cut in the side. The cylinder is open on the top, and
rotates in the bore of the top part of the body. When the cylinder
rotates, the slot moves past the opening in the side, so that air flows
from the top port, through the open cylinder, through the slot, and out
the side port. When the slot rotates away from the side port, air flow
is shut off. The cylinder rotates because it's driven by a shaft on the
bottom, that has a bimetallic strip connected to a slot cut in the
bottom of the shaft. The other end of the bimetallic strip is secured by
a screw to the body of the AAR. It's adjustable so that the AAR can be
temperature calibrated. In the bottom of the AAR is a heating coil that
warms the bimetallic strip when the car is running.
- Rejuvenation: This is your best bet, if
your heater is still working and the lead is in good condition. AAR's
are exposed to all kinds of muck in the airflow path, and are often
stuck. The bimetallic strip can't provide very much torque to turn the
shaft, so the cylinder has to move freely in the bore. Remove the AAR
from the car. Turn it upside down and flush the side port with
penetrating lubricant (e.g. WD-40). Flush, flush, flush, and flush some
more. Plug the top port, fill it up with penetrating lubricant, and let
it sit upside down for at least a day. Clean it out, flush it a few more
times, then try again. If it still doesn't open and close, repeat the
procedure until you tire of doing it and give up, and proceed to the
rebuild procedure.
- Rebuilding: This is NOT a guaranteed
process, take this on only as a last resort. Your first challenge is to
get inside of the AAR. This is not an easy task. I have heard that you
can "pop" the top of the AAR off by jamming a large round screwdriver in
the side port, securing the base in a vice, and levering the top.
Personally, from my tries at doing this, I suspect that you will instead
break off the side port, and/or destroy the guts when it comes flying
open, or chop you hands to pieces. Your call, several people have told
me that they've done this and it works, I couldn't get it to work for
me. An alternative procedure
is to take a Dremel cut-off wheel (please use safety glasses, and
perhaps, a full face shield), and to very carefully go around the
perimeter of the flange on the body and cut it off, so that you're
removing just the top part of the flange (it should form a ring). Your
goal here is to leave a shoulder of the flange, so that you can epoxy
the top back on when you're done. Good luck.
Assuming you're successful and haven't been fatally injured by this
process, remove the top. You should see the ceramic insulator with the
heating coil in the bottom of the unit. If yours is in good shape,
DON'T TOUCH IT. Put it aside. If your heater lead is broken or your
heater is burned out, you have to remove the ceramic part completely. I
don't believe you can do this without destroying it, because the ground
pin and the heater lead pins are riveted through. Before proceeding, try
to open the crimp that's holding the heater lead on the bottom of the
AAR as much as possible, so the wire can slide through. You can get the
ceramic heater out by inverting the unit, then using an awl or a punch
to punch-out the center rivet. Rip it all out and toss it. You will be
replacing the heater with three small 5 ohm, 5 Watt rated, wire wound
resistors in series. Arrange all three in the bottom of the unit, and
secure them to the base with epoxy or JB weld. One end goes to the
ground pin in the base, the other goes to a wire that exits the AAR
through the port in the bottom. Set aside. BTW, I HAVE NEVER DONE THIS -
Dave Darling said he did it and it works.
Next step is to get the cylinder freed up. If yours is really stuck
tight, you will probably have to remove the top port to be able to
extract it. First, mark the angle of the top port to the top assembly of
the AAR with a marker or a piece of tape. Clamp the top, stick a round
screwdriver into the top port, and lever it off the top of the AAR. You
can press it back on later with a vice and peen the edge to make sure
it's secure. You should now be able to see the top of the cylinder in
the bore when looking in where the top port was attached. Below, you'll
see that the bimetallic coil is held on by a small screw. Carefully mark
the exact position of the slot where the screw is attached - this is the
temperature calibration position, you'll need to attach it later to this
exact spot. Remove the screw, and pull off the bimetallic coil, the
other end is engaged in a slot in the shaft that drives the cylinder.
Soak everything in penetrating lube - the shaft, cylinder, etc. Next,
you'll notice a small pin in the shaft, that limits the rotation of the
shaft, and that must pass through a key slot in the body of the AAR if
you want to remove the cylinder. Stick a flat end screwdriver in the
slot in the end of the shaft, and GENTLY try to turn the shaft. Won't
budge, right? OK, here's what I did. Invert the top and gently tap on
the bottom of the shaft with a hammer a couple of times. Not too hard -
you'll break off the pin. Now, turn the unit back over, find a small
round end tool (I used the butt of a scredriver), and use it to tap the
cylinder back down into the bore. Repeat this process until you can
start to turn the shaft. Once you can get it to rotate, move it to the
position where the pin is lined up with the slot, and then drive it
through, and remove the cylinder. You'll find the bore is full of rust
and muck. Keep cleaning, lubing, and testing the cylinder in the bore
until it moves with almost no effort.
Reassemble, I would press on top port AFTER I put the cylinder back in,
but BEFORE, I put the bimetallic coil back on. Make certain you DO NOT
use the shaft of the cylinder for a pressure point, push from the body
of the unit with a vice. Peen the top to hold it in place. Reattach the
bimetallic coil to the exact position you marked when removing it. Use
high-temperature epoxy to form a complete seal between the top and
bottom of the unit, and wait 24 hours before testing to make sure the
epoxy is fully set. Congrats, you should have a fully-functional AAR!
|
Cold Start Valve
and Thermo or Thermo-Time Switch |
- Function:
Senses cold-cold starting condition and provides additional fuel during
starting to richen the mixture.
- Normal Value(s):
Bosch says the cold start valve coil resistance should be 4.2 ohms.
Measurements I've taken on a NOS 0 280 170 015 valve I have are R = 4.24
ohms. Coil inductance was 4.51 mH.
- Failure
Modes
- Open
control wire from the thermo/thermo-time switch: Prevents valve
from operating. Poor cold start operation. Check by
inspection.
- Shorted
control wire from thermo/thermo-time switch: Causes valve to stay
open. Very rich mixture across all operating conditions. Check
by inspection.
- Open
or shorted thermo/thermo-time switch: Prevents valve from
operating (open) or causes valve to stay open (shorted). Poor
cold start operation (open) or rich mixture (shorted). Check
by removing the switch, placing it in your freezer for a full
10 minutes (see notes section below), and checking for continuity from the terminal to the
case. If there is no continuity, the switch is open and bad.
Allow the switch to warm up to room temperature (70 deg. F)
and check for continuity. If there is continuity, the switch
is shorted and bad. Note that if you have a 75-76 2.0L, you
have a thermo-time switch which has an internal heater that
limits the time the switch is active.
This switch also has two leads instead of the single lead on
the thermo switch. I don't have a pin-out on the
thermo-time switch and don't know which terminal is the switch
and which terminal is the heater lead (+12V).
- Open
or shorted thermo-time switch heater: The 75-76 2.0L
thermo-time switch has a heater element which limits the time
the switch is active. If this lead is open and the heater is
inoperative, you could experience flooding or fouled plugs during repeated
attempts to start the car. If the lead is shorted, you will
likely blow a fuse (unknown which one) when you start the car,
which may disable other systems. I don't have the pin-out for
the thermo-time switch and don't know which terminal is the
switch and which terminal is the heater lead (+12V).
- Open
power lead from the relay plate to the valve: Prevents
valve from operating. Poor cold start operation. Check by
inspection.
- Valve
Stuck
Open: Very rich mixture across all operating conditions.
See URL in the Injection Valve section above for a test method.
- Valve
Stuck
Closed: Poor cold start operation. See URL in the
Injection Valve section above for a test method.
- Valve
Leaking. Rich mixture across all operating conditions,
fire hazard, poor fuel economy. See URL in the Injection Valve section above for
a test method. Only safe solution is to replace the leaking valve.
- Mismatched
thermo/thermo-time switch: Provides wrong temperature set point
for operation, poor cold start performance. Check part number
against the table above.
- Notes:
The cold start
valve provides a fine mist of fuel in the intake manifold to richen the
mixture during cold starts. For most of us living in the
continental US, the valve doesn't turn on except in the coldest
months of the year. The valve is controlled
by the thermo- or thermo-time switch and operates independently of the ECU. The valve
is active only when the key is in the "start" position and the
temperature is below the set point of the thermo-time switch. Actual
measurements of the switching temperature of a sample thermo switch
(311 906 161 C) indicate a lower temperature than quoted by the FWM, somewhere
closer to 0 deg. C / 32 deg. F.
Jeff Bowlsby found a reference (VWTG) that has a table of actuating
temperatures for the early and later thermo switches, but not the
thermo-time switch (note there is an error in the units conversion
of the entry in the VWTG for first sensor listed below that has been
corrected here):
- 311 906 161 : -12 to -18 deg. C / 10 to 0 deg. F
- 311
906 161 A : 0 to -10 deg. C / 32 to 14 deg. F
- 311 906 161 B : -2 to -8 deg. C / 28 to 18 deg. F
- 311
906 161 C : -6 to -14 deg. C / 21 to 7 deg. F
|
Intake Air
Temperature Sensor |
- Function:
Senses intake air temperature and sends signal to the ECU to provide
mixture compensation.
- Normal
Value(s): 300 ohms @ 68 deg. F, about 100 ohms @ 122 deg. F.
- Failure
Modes
- Open:
Makes the mixture somewhat richer. Check with an ohmmeter.
- Shorted:
Makes the mixture somewhat leaner. Check with an
ohmmeter.
- Notes:
The output of
this sensor is used by the ECU to adjust the mixture for the intake air
temperature. This is a secondary adjustment and has a small effect on the mixture. The
sensor corrects for the decrease in air
density with increasing temperature by leaning out the mixture. Disconnecting this sensor has the effect of richening the
mixture, a common mechanic's trick.
- More:
This sensor and the cylinder head temperature sensor are
negative-temperature-coefficient (NTC) thermistors. Here's a URL on
thermistors and how they work:
http://www.rtie.com/ntc/ntcappln.htm
Here's a URL that describes the manufacturing process:
http://www.ussensor.com/manufacturing.html
Below is a URL to a reference that has two charts showing the
resistance vs. temperature relationship for the intake air sensor and
the engine temperature sensors used in D-Jetronic. The engine sensor
data looks OK (about 2.5K at 68 deg. F), but could be from any sensor.
Bosch used the same air temperature sensor on all D-Jetronic cars,
regardless of model, so the data should be accurate for the 914's
sensor:
http://www.icbm.org/erkson/ttt/engine/fuel_injection/d-jet.html
The charts are about half way down the page.
|
Cylinder Head
Temperature Sensor |
- Function:
Senses engine temperature and sends signal to the ECU to provide
mixture compensation. Proper part for your application and proper
functioning is extremely important!
- Normal Value(s):
- 0
280 130 003 and 0 280 130 012: about 2.5 K ohms at 68 deg. F,
less than 100 ohms with hot engine.
- 0
280 130 017: about 1.3 K ohms at 68 deg. F, less than 100 ohms
with hot engine.
- See Notes section below for more data on the resistance vs.
temperature values of these sensors.
- Failure
Modes
- Open:
The ECU interprets an open sensor as a signal to greatly
richen (e.g. I've measured an over 3X effect) the mixture. This
usually makes the car impossible
to start and causes it to stall if the sensor fails open while
running. Check by disconnecting the
sensor from the wiring harness and measuring the resistance to
ground, refer to the values above.
- Shorted:
The ECU interprets a shorted sensor as a signal to lean out
the mixture (about 30% leaner). The car may run and start in this condition, but
will have poor idle and drivability. Check by disconnecting
the sensor from the wiring harness and checking the resistance
to ground. Note that shorts are often intermittent, caused by
nicks in the sensor wire and by exposed contacts to the wiring
harness touching ground. Check by inspection.
- Stuck
Value: I've heard of at least one case of the sensor being
stuck at a value (e.g. 50 ohms) and not varying with
temperature. Depending on the value it gets stuck at, it can
result in either poor cold or hot performance, or both. Check
by measuring with an ohmmeter as described above.
- Mismatched: The 1973 2.0L's came with the 0 280 130
017 head
temperature sensor, 039 971 762 A ballast resistor, 0 280 100 037
manifold pressure sensor, and the 022 906 021 E version of the ECU. This
set of components must be used together. Any substitution will
result in idle and part-load performance problems, and possible poor fuel
economy. Additionally, use of any
of these 1973 2.0L components with a 1974 2.0L setup will also cause
problems. See the table above for the suggested setup for both 1973 or
1974 2.0L engines. If you have a 1973 2.0L and you want to keep the
original setup, make absolutely certain that you have the correct
combination of components. The 0 280 130 017 head temperature sensor's
cold (70 deg F.) resistance is about 1200 ohms, compared to 2300 ohms for
the 0 280 130 003 and 0 280 130 012 sensors. Use of the ...017 sensor with
the 039 906 021 ECU (1974 model) will result in a lean mixture during
warm up, causing low idle and/or backfiring on over-run. Use of the ...012 or
...003 sensor with the 022 906 021 E ECU (1973 model), with or without the
ballast resistor, will result in a rich warm-up mixture. Take the
extra time and determine exactly which head temperature sensor is
installed in your car and make sure it matches the setup.
- Notes: This
resistance of this sensor is one of the primary factors in adjusting the
mixture and it has a strong effect. An additional issue is the availability of the 0 280 130 012 sensor. I
have found this sensor difficult to locate, and most shops substitute the
0 280 130 003 sensor for it. As far as I can tell, it is either exactly
the same or nearly identical. Bosch even lists the ...003 sensor as being
cross-referenced to the Porsche/VW part number 311 906 041 A. See the
entry above for the intake air temperature sensor for theory on how
these sensors work.
- Fixes for Crappy Warm-Up: For whatever
reason, VW/Porsche made the CHT sensor such that the warm-up mixture is
usually too lean, resulting in poor idle and drivability. Two ways to
fix this. First, you can add up to 150 ohms of ballast resistance to the
sensor to bias the curve up towards a richer condition. Don't go over
this amount of ballast because it will begin to affect the warmed-up
mixture. Second, you can construct a spacer as described on Richard
Atwell's
page, that delays heat transfer from the head to the sensor, making
the mixture richer during warm-up. I made mine using materials from my
local ACE Hardware: a M10x1.0 tap and wrench, 11/32" drill bit, M10x1.0
bolt, and a M8x1.25 coupling nut w/13 MM hex. Drill out the coupling nut
and tap it to M10x1.0. Cut it down to 16 MM length. Cut a 16 MM stud
from the bolt, thread it into the coupling nut so that when you attach
the sensor on the other end, it just jams the stud in place. Align the
flats and install. BTW, you can also do both fixes in combination (like
on my car!).
-
Installation Notes: Installing this sensor can be tricky. The
best solution I've found is to buy a deep 13 mm socket and a 3"
extension (I bought mine at Checker, about $5 for both). Use a Dremel
tool with a cut-off wheel to cut off one of the corners of the
four-sided end of the extension (the part that goes into the socket) to
create a gap that the sensor wire can be threaded through. ALWAYS USE
SAFETY GLASSES when doing this kind of work with a Dremel tool. Filing
works, too, but it will take a very long time. Make sure to use
the copper washer that comes with the sensor - the washer assures good
thermal conductivity to the head and prevents loosening. Keeping the
washer from falling off during installation can be difficult. First, to
keep the sensor from being pushed back into the socket during
installation (which will pop the washer off, and it'll fall into the
head air fins), position the sensor so that it's sticking out a bit,
then tape the wire with a single loop of masking tape to the extension.
The wire will resist the sensor being pushed back into the socket. To
keep the washer on the sensor, I use a couple of tiny drops of superglue
to hold it in place. The glue bond will be broken when the sensor is
tightened. DO NOT overtighten this sensor, just get it snug. It's
easy to strip out the head threads and then you'll have to pull the
engine to fix the problem.
-
More Data!!: Below is some characterization data I took on each
sensor at three different temperatures (one data point missing). Note
that these are representative readings - there is significant
manufacturing variation in these sensors. All data measured with a
freshly-calibrated Wavetek LCR55 meter.
Sensor |
Temp
= 39 deg. F
(ice bath with thermometer) |
Temp
= 61 deg. F
(room temperature)
|
Temp
= 210 deg F
(boiling water at 1000 feet altitude) |
0 280
130 003 |
6.10 K ohms |
2.94 K ohms |
199.3 ohms |
0 280
130 012 |
NA |
2.85 K ohms |
191.2 ohms |
0 280
130 017 |
3.63 K ohms |
1.74 K ohms |
124.7 ohms |
|
Ballast Resistor |
- Function:
Biases the resistance of the head temperature sensor across the
entire temperature range to cause the ECU to provide a overall
richer mixture. Only used on 1973 2.0L's.
- Normal Value(s): 270 ohms
- Failure
Modes
- Open:
Same effect as an open head temperature sensor (see above).
Check with an ohmmeter.
- Shorted:
Eliminates bias from head temperature sensor. Causes leaner
mixture across full range of operation, resulting in
drivability problems, possible backfiring. Check with an
ohmmeter.
- Mismatched
or wrong value: Many owners are aware that using a
resistor to bias the head temperature sensor is a way of
affecting the overall mixture of the D-Jetronic system.
Depending on the value used and the setup, you can end up with
a lean or rich mixture. Using a bias resistor other than as
specified for the 1973 2.0L is only suggested when there is no
alternative to obtaining good drivability.
- Notes:
Used only on the
1973 2.0L engines in the combination of components described above in the cylinder head
temperature section. It is used to bias
the resistance of the 0 280 130 017 cylinder head temperature sensor. Since the
...017 sensor has a cold resistance value of about 1300 ohms, and a warm
value of less than 100 ohms, use of the ballast resistor increases the
value the ECU sees at both extremes by 270 ohms. If this resistor is
missing from a 1973 setup, the mixture will be too lean across the whole
temperature range. Use of this resistor in a 1974 setup will result in a rich mixture when the engine is warm. Make sure that if you have a
1973 setup as described above, that this resistor is present, and
if you have a 1974 setup, that it isn't installed.
|
Deceleration
Valve |
- Function:
Limits intake manifold vacuum during overrun to reduce hydrocarbon
emissions.
- How this thing works: The guts of the decel valve are shown below:
The valve limits the manifold pressure (pm) to the onset
pressure (po) where the valve opens. When the pm
drops to po, the pressure differential across the diaphragm
is sufficient to overcome the resultant force between the tension and
actuating springs, pushing the valve seat off of the end port, opening
the valve, allowing air at atmospheric pressure (pa) to flow
into the intake manifold, which limits pm to po.
If pm tries to drop further (e.g. higher engine speed,
greater pumping), the pressure differential increases, the valve opens
further, more air flows into the manifold, which prevents pm
from exceeding po.
NOTE: If you hook the valve up with the control port connected to the manifold, the side
port connected to the manifold, and the end port connected to the
air box, then the decel valve won't work Why? Because you're
applying the same pressure to both chambers, which means there's no pressure differential
across the diaphragm, so it never moves to open the valve. If instead,
you connect the manifold vacuum to the end port and the air box to the
side port, then when you reach the vacuum level where the force on the
diaphragm due to the pressure differential is
high enough to overcome the spring tension, then the valve will open.
Note that a small area where the seat of the "end" port is against the
diaphragm is also under vacuum, but it's much smaller than the area of
diaphragm that's under vacuum on the control side, so its influence is
small. Once the valve opens, it effectively limits the manifold vacuum
to the set point level by opening more or less in response to the
pumping volume changes due to engine speed.
- Failure Modes
- Leaky
hoses: A leaky hose to the decel valve will either cause high
idle or render the valve inoperative. Check all the hoses for integrity.
- Improper hose routing: For the valve to operate properly, manifold vacuum must
be connected to the large "end" port and the air box connection to
the "side" port. The skinny "end" or "control" connection is
connected to manifold vacuum.
- Maladjustment:
The decel valve is adjustable, and it's possible to have it
misadjusted so that it is active during idle, causing a high
idle. See below in the notes for how to adjust the valve.
- Leaky valve seat: Even new valves
leak somewhat, but it is possible for the valve seat to become
contaminated such that it leaks excessively. First, try cleaning the
seat by pulling a vacuum on the control port to open the valve, then
flushing the large "end" port with WD-40 to clean the seat. If that
doesn't work, the valve must be replaced.
- Leaky vacuum chamber: If the
diaphragm is cracked, the control part won't hold a vacuum and will
leak. Pull a vacuum on the control port, if it bleeds off rapidly
(1-2 seconds), the valve is defective and must be replaced.
- Notes: I do not have access to an
unadjusted decel valve, so I do not know the factory setting. Based on
measurements I have taken on my freshly-rebuilt 2.0L stock D-Jet motor,
I suggest setting the valve to 17 inHg, as this is 2 inHg higher than
the cold idle vacuum level, and will assure that the valve does not open
under idle conditions. Adjustment is simple, pull a vacuum on the
control port and try to blow through the valve. Note the point where the
valve opens. Loosen the 13 mm locknut on the adjuster screw. To decrease
the vacuum point where the valve opens, unscrew the adjuster, to
increase it, tighten the adjuster. Tighten the locknut once the valve is
set. If you want to set the valve more accurately, connect your vacuum
source to the control port and to the end port, and slowly increase the
vacuum, eventually, you'll hit the limiter setting and won't be able to
pull more vacuum. Adjust as above.
|
Positive
Crankcase Ventilation (PCV) Valve |
-
Function: Regulates the flow of blow-by gasses from the crankcase
into the intake manifold. Part of the crankcase ventilation system, which
includes the breather ports on the heads, which are connected to a fresh
air supply from the air cleaner through a flame trap. This system reduces
crankcase pressure (causing leaks), prevents oil contamination and sludging, and reduces HC emissions.
-
Failure Modes
-
Missing: If the PCV valve has been removed and the opening is
plugged, or some other way of venting has been employed (e.g. hose
that simply runs under the car, canister, etc.), its likely that
the amount of blow-by scavenging is less than optimal. Expect sludged
oil, internal rusting, etc. Reconnect the system with new parts.
-
Improperly Plumbed: Some systems have been improperly
plumbed, with the hose from the PCV valve attached to the air
cleaner instead of to the intake manifold (plenum). Only on very
early 1.7L's (1970 - 1971) will you normally find this connection,
and there is no true PCV valve (see notes below). In this case,
there is no vacuum to draw air through the crankcase ventilation
system, and only blow-by pressure drives the system. This
results in poor scavenging, causing oil sludging and potential
engine damage, and increases the risk of condensation and icing at
low temperatures. Reconnect the PCV to manifold vacuum, and reset
idle.
-
Worn Out: Worn-out PCV valves leak too much at idle, causing
high idle that cannot be set to spec with the bleed screw (too much
air leaking). The rule-of-thumb for modern PCV valves is that if the PCV valve is in good
condition, pinching the line shut while idling will cause the idle
to drop about 50 to 100 rpm - on a 914, which uses a disc valve
instead of a plunger, the idle drop may be more - I'm still
researching it and will update this document soon with new info.
-
Stuck Open: When stuck open, you have a very high idle and
cannot lower it with the bleed screw. Try cleaning the valve in
contact cleaner, if ineffective, replace it.
-
Stuck/Clogged Shut or Plugged Off: Causes very poor crankcase
ventilation, with likely sludging and corrosion. Blow-by pressure is
relieved backwards through the system, up through the ports on the
heads, causing oil vapor and liquid oil to be transported into the
air cleaner box. Pinch the line shut while the
car is idling. If there is no decrease in the idle, the PCV valve is
clogged or stuck shut. Also, some previous owners or present owners
get the idea that they can remove the valve and plug the opening -
not a good idea. Causes very rapid degradation of the oil, with
heavy sludging.. If the fresh air system for the head is
connected, blocking of the PCV valve can cause this system to become
the crankcase vent, causing oil contamination and spray, and
possibly cause a fire hazard. Replace the valve, and install if
missing.
-
Notes: See my comprehensive
page on the
PCV valve for more details. The PCV valve is an essential component of the FI system,
often overlooked. The basic principle of operation is that the valve
permits minimal flow when at idle, and maximum flow at near full-load,
when blow-by is highest. The PCV valve should be replaced every 15K,
according to most experts. As mentioned above, the PCV valve is
part of the overall crankcase ventilation system, which is driven by
manifold vacuum. When engine conditions are so that the PCV valve is
open, fresh air is drawn from the air cleaner through a hose connected
to a flame trap, which splits off to two hoses, one for each cylinder
head. Through a port on the cylinder head, fresh air is drawn through
the pushrod tubes and into the crankcase, where it is mixed with blow-by
combustion gasses. This mixture is then drawn through the open PCV valve
and into the intake manifold, where it is drawn into the cylinders and
burned. This system was implemented on 1.7 and 2.0L engines after 1972,
and reduces crankcase condensation and icing at low temperatures.
|
Fuel Pressure
Regulator |
- Function:
Regulates fuel pressure (adjustable) to the proper pressure (spec:
2.0 bar, or 29 psig)
for injection.
- Failure
Modes
- ??:
I've never heard of a failure. These regulators are simple and
reliable. If you are having a problem with getting sufficient
fuel pressure or the pressure doesn't remain constant, it's
likely the problem is with your fuel pump. If your pump seems
to be working well, and the pressure is right, but you're getting a
lean mixture, you either have clogged injectors or a clogged fuel
filter. Follow the instructions in the Kjell Nelin article to test
your injectors.
- Maladjustment:
Fuel pressure is one of the three major parameters
controlling how much fuel is injected (along with pulse width
and injector flow rate). Low pressure will result in a lean
mixture, high pressure a rich mixture, across all load
conditions. One of the first steps in any
analysis and adjustment of the D-Jet system is to measure and
adjust the fuel pressure.
- Notes:
The same regulator is used on all D-Jet 914's.
|
Manifold Pressure Sensor |
- Function:
The manifold
pressure sensor senses engine load by converting the intake manifold
pressure level to an electrical signal that the ECU uses to set the basic
injection pulse duration. A special part of the sensor operates at
full-load, signaling the ECU to richen the mixture further.
- Normal Value(s):
- Primary
Coil (terminals 7 and 15): 90 ohms. Using a Wavetek LCR55
meter on my MPS, I measured 99.9 ohms.
- Secondary
Coil (terminals 8 and 10): 350 ohms. Using a Wavetek LCR55
meter on my MPS, I measured 365 ohms and 1.37 H inductance (@
0 in. Hg) at the ECU plug (note - the measured inductance will
vary by MPS, data taken on a newly-rebuilt 0 280 100 043).
- Use
a hand vacuum pump with a gauge, pull 20 in. Hg. of vacuum on
the port and monitor the vacuum level for 5 minutes. Should
not drop below 15 in. Hg, if so, the unit has a vacuum leak
and should be replaced soon.
- Failure
Modes
- Open
or shorted primary or secondary coils: Results in no
injection pulses, the car is inoperable.
- Vacuum leaks: Depending on the extent of the leak, the car
can run slightly rich to very rich across the entire load range.
- Failed
aneroid cell: Causes the car to run rich at idle, with poor part-load response.
- Maladjustment:
Many
owners and mechanics have tried to adjust the sensor by removing the
epoxy-covered "plug" and turning the adjustment screw inside -
this often results in unpredictable behavior, as adjustment of this sensor
accurately requires a bench setup that only a few shops have.
- Notes: This is the most important sensor in the
D-Jetronic system. As noted
above, make absolutely certain that the sensor you have is properly
matched to your FI setup. Mismatched sensors can cause drivability problems.
- More:
I have developed a
document
that describes the manifold pressure sensor in detail.
|
Throttle Switch |
- Function:
Senses throttle opening (not closing), sending pulse signals to the
ECU to richen the mixture for acceleration. Also senses when the
throttle is closed at idling, sending a signal to the ECU to provide
idle mixture compensation. Also sends a signal at
wide-open-throttle, but this signal is not used by the ECU for
full-load enrichment, which is handled by the Manifold Pressure
Sensor.
- Failure
Modes:
- Track
Wear: Over time, the wiper track for the accelerator
function will wear. Wear will be especially high at moderate
to light throttle angles, corresponding to part-load
cruising. Click
here for a link to a 60X photo of accelerator track wear. While
this TPS track is still good, the re-deposition of gold worn from
the contact fingers by the wiper can be seen, and eventually will
become sufficient to bridge the traces. This wear causes arcing and poor contact, resulting
in the car "bucking" at a constant throttle angle.
"Bucking" is a fairly common complaint and is almost
always due to track wear. Check by disconnecting the harness
plug to the throttle switch and driving at a constant throttle
angle under part-load. If the bucking is gone, it's due to the switch.
As I mentioned earlier, if you go to
http://www.914world.com/ and
search for user "davesprinkle", he's made a kit to replace the worn
circuit board that restores your TPS to like-new condition.
- Maladjustment:
The throttle switch needs to be precisely aligned to ensure
that the idle switch is properly actuated, and that the full
extent of acceleration is covered over the range of operation.
Poor idle performance and transition to full-load are affected
if the switch is maladjusted. The Pelican Parts web site has a
very good article on how adjust the switch, using an
ohmmeter.
- Notes:
The car will still run even if the throttle switch is removed! It
will accelerate slowly, and the idle may be poor, but it will
run. Proper adjustment of the throttle switch is critical. If
the idle switch does not actuate when the throttle is closed, the
idle circuit in the ECU will not be activated and poor idle
performance will result. Additionally, cars with ECU's that provide
over-run fuel shutoff will not shut off the fuel if the idle switch
isn't actuated when the throttle is closed while coasting. Proper
adjustment of the throttle is also important. If the throttle cable
and pedal stop are not properly adjusted so that the throttle is
completely open when the throttle is fully depressed, fewer
acceleration pulses will be provided to the ECU for acceleration
enrichment, and you'll be restricting your full-throttle input,
reducing horsepower.
I recently found out about two products that can be used on the
contact tracks to extend their life. Deoxit D-5 cleans and leaves a
lubricating film. It's available from CAIG Laboratories ( http://www.caig.com
). Another similar product is Stabilant 22 (VW part # ZVW 186001,
Car Quest # SL-5). To use, you must open the throttle switch - be
careful, there are some rubber positioning blocks that may fall out.
Spray the contact track area and use a Q-tip to remove any excess.
|
Main Relay |
- I
don't have a 1.7L and have no idea of what this thing is or does.
Sorry!
|
Trigger Contacts |
- Function:
Sends timing pulses to the ECU to provide engine speed data and synchronize injection pulses.
- Failure
Modes:
-
"Bouncing"
or dirty contacts: A "bouncing" contact causes multiple
injection pulses to be generated, resulting in a very rich mixture. Can only be
checked by using an oscilloscope.
-
Dirty (intermittent opens) contacts: Dirty contacts can
result in missing injection pulses, leading to bucking and
drivability problems. Can only be checked by using an oscilloscope.
- Open
contact (not switching): Causes one bank of injectors to not
fire. Easy to check with a noid light that plugs into your
injector connector. Available from local auto parts stores
(e.g. Checker).
-
Worn cam rubbing blocks: When the blocks wear down very low,
both switches turn "on" for most if not all of the rotation of the
shaft. When both switches are on, this can lead to a no-start
situation and very erratic operation.
-
Misaligned switch: There is a fair amount of "slop" in the
fitting of the switch to the distributor than can lead to problems.
Make certain the switch is in the middle of the range of positioning
in the distributor body.
- Notes:
These contacts are very low current and are reliable, lasting in
excess of 100K miles. Make sure if you install new contacts that you
use a dab of Bosch distributor lube on the distributor contact
lobes. Failed trigger contacts will prevent your car from starting
and running. Later models of the contacts have a shield that keeps
the lube from being sprayed onto the contact points.
|
Symptom |
Cause(s) |
Solution |
Engine bogs from
idle (poor idle to part-load transition), or idle drops down well below
1000 rpm after the car is fully warmed up or is hot from running hard |
- Idle mixture too
rich
- Retarded timing
|
Check that
timing is set to spec. Set the CO level
to factory specs by using a quality gas analyzer. If a gas analyzer is not
available, use the "trial-and-error" method of adjusting the ECU knob one
click counter-clockwise at a time, re-adjust the air bleed screw to set the
idle and repeat if necessary. Usually, if the idle is too rich, the idle
speed is very responsive to adjustments to the air bleed screw. |
Adjusting the
air bleed screw has no effect on idle speed (possibly accompanied by light
backfiring during overrun, especially when the engine is cold) |
|
Set the CO level
to factory specs by using a quality gas analyzer. If a gas analyzer is not
available, use the "trial-and-error" method of adjusting the ECU knob one
click clockwise at a time, re-adjust the air bleed screw to set the idle and
repeat if necessary. |
Idle mixture
adjustment knob on ECU has no effect on idle speed or mixture |
- Throttle switch
misadjusted
|
Adjust throttle
switch. See throttle switch section above
for more detail. |
Engine
"bucks" or jerks at steady part-load throttle settings |
- Throttle switch
contacts worn
- Dirty,
worn, or misaligned trigger contacts
|
Replace throttle
switch. See throttle switch section above
for more detail. If condition persists after testing the throttle switch,
it may be due to defective or misaligned trigger contact points.
|
After starting
when the engine is cold, the idle doesn't come up while the Aux Air
Regulator is open (Aux Air Regulator operation has been verified by
checking for draw on intake hose). Idle performance is good once the car
is warmed up. |
- Cold mixture is too lean.
- Cold resistance of the cylinder head temperature sensor is too low.
|
This problem seems to get worse
on older cars as the engine wears. There are a couple of solutions. You can
"cherry pick" a cylinder head temperature sensor with the highest value you
can find, or you can add ballast resistance to the sensor - however, this
will affect your mixture across they whole operating range (not
recommended). A potential fix is to use a dash-mounted switch to add a
ballast resistance to the sensor when cold, then turn it off (shunt it) when
hot. I'll update this if I ever find a solution I like!! NEW - another
potential solution is to add a spacer to the TS2 sensor to delay the warm-up
cycle. See:
http://www.ratwell.com/technical/TempSensorII.html
|
Idle oscillates
and/or idle is too high and cannot be adjusted down to 1000 rpm with the air
bleed screw |
- Vacuum leak
- Timing over-advanced
|
Check the
following areas for a vacuum leak: 1. Intake runner-to-head gasket/spacer
2. Injector seals
3. Intake runner boots
4. Air plenum (e.g. cracks or rust holes)
5. Throttle body gasket
6. Throttle body shaft (worn body or shaft)
7. Distributor vacuum adv/ret cell
8. Auxiliary air regulator (stuck open or leaky)
9. Deceleration valve
10. Manifold pressure sensor
11. Vacuum hose cracks
12. Cold-start valve gasket to plenum |
"My car runs
rich and I don't know why!!" |
- Manifold pressure sensor - vacuum leak in sensor (cracked diaphragm),
failed aneroid cell, vacuum hose to plenum leaky or detatched
- Fuel pressure - too high, clogged fuel return line
- Injectors - wrong injector for application, stuck open or leaky
injector
- Cold start valve - stuck open or leaky
- Low manifold vacuum - due to either engine wear or non-stock cam,
overly-tight valve adjustment
- Intake Air Temperature Sensor - missing or open sensor
- Cylinder Head Temperature Sensor - open in either the sensor or in the
wiring harness or connector, failed sensor (stuck at high resistance
value), wrong sensor for application
- Trigger Contacts - worn/bouncing contacts causing additional injection
pulses
- ECU - component failure in ECU
|
The best list I
have of possible reasons for a persistent rich running condition. Check them
all. |