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blues90
Samba Member
Joined: March 14, 2009
Posts: 1912
Location: Hollywood ,CA
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 Posted: Sun May 03, 2015 6:14 pm Post subject: |
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What ever happened to this topic ? It was interesting .
So far as old as my 73 SB wires are I haven't had any problems that I can see or feel driving. Sure would like some injector plug boots seems like they are just not out there. |
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bowlsby
Samba Member
Joined: July 22, 2005
Posts: 3
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| Posted: Mon Jan 18, 2016 11:20 am Post subject: Re: Type 3 D-Jet Harness Thread |
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Not frequenting this forum much I just stumbled on this thread and read it through. It is excruciatingly painful to read about the extent of modifications proposed and attempted as 'upgrades' for no apparent or reasonable gain. Instead, the expensive and time consuming one-off modifications result in a harness that looks like a hack-job, will likely devalue the vehicle and few others will be comfortable touching it because it has been customized. Save your time, cost and effort for more worthy pursuits. Nothing at all wrong with the original FI harness designs or hardware, they were just an early solution that remains reliable if not abused. My 1974 914 still has its original wiring harness which functions perfectly and reliably. I would find it impossible to believe that the several hundreds of satisfied 914, VW and Mercedes Benz owners with the replacement D-Jet and L-Jet FI and other harnesses I have built for them since 2001, using NEW not used, correct OEM wire terminals, boots and other high quality components would consider them 'defective' in any way, shape or form. Good, durable wiring harnesses keep you smiling and carving the canyons. Even the original harnesses were serviceable for 30-40 years, how much more durability should one expect from a wiring harness in a hot, dirty, oily engine bay environment? Surely there were improvements made over time, but that's no reason to believe the earlier hardware was ''defective'.
The hundreds of D-Jet and L-Jet FI harnesses I have built for various vehicles as well as some of the peripheral harnesses such as ignition and alternator harnesses for our cars, are available for as low and reasonable cost as I can make them. The parts and tooling are expensive and it takes a good deal of experience and knowledge to build them with a high standard of quality. My wiring harness website has been here for many years and will continue to be if you need anything: http://bowlsby.net/914/WiringHarnesses/ Find me on the 914world.com site mostly, or you can contact me through my harness webpage above. |
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Tram
Samba Socialist
Joined: May 02, 2003
Posts: 22727
Location: Still Feelin' the Bern- Once you've felt it you can't un- feel it.
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| Posted: Mon Jan 18, 2016 12:28 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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| bowlsby wrote: |
Not frequenting this forum much I just stumbled on this thread and read it through. It is excruciatingly painful to read about the extent of modifications proposed and attempted as 'upgrades' for no apparent or reasonable gain. Instead, the expensive and time consuming one-off modifications result in a harness that looks like a hack-job, will likely devalue the vehicle and few others will be comfortable touching it because it has been customized. Save your time, cost and effort for more worthy pursuits. Nothing at all wrong with the original FI harness designs or hardware, they were just an early solution that remains reliable if not abused. My 1974 914 still has its original wiring harness which functions perfectly and reliably. I would find it impossible to believe that the several hundreds of satisfied 914, VW and Mercedes Benz owners with the replacement D-Jet and L-Jet FI and other harnesses I have built for them since 2001, using NEW not used, correct OEM wire terminals, boots and other high quality components would consider them 'defective' in any way, shape or form. Good, durable wiring harnesses keep you smiling and carving the canyons. Even the original harnesses were serviceable for 30-40 years, how much more durability should one expect from a wiring harness in a hot, dirty, oily engine bay environment? Surely there were improvements made over time, but that's no reason to believe the earlier hardware was ''defective'.
The hundreds of D-Jet and L-Jet FI harnesses I have built for various vehicles as well as some of the peripheral harnesses such as ignition and alternator harnesses for our cars, are available for as low and reasonable cost as I can make them. The parts and tooling are expensive and it takes a good deal of experience and knowledge to build them with a high standard of quality. My wiring harness website has been here for many years and will continue to be if you need anything: http://bowlsby.net/914/WiringHarnesses/ Find me on the 914world.com site mostly, or you can contact me through my harness webpage above. |
This has been my exact point all along.
_________________
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| Bryan67 wrote: |
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raygreenwood
Samba Member
Joined: November 24, 2008
Posts: 21519
Location: Oklahoma City
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| Posted: Mon Jan 18, 2016 2:03 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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| bowlsby wrote: |
Not frequenting this forum much I just stumbled on this thread and read it through. It is excruciatingly painful to read about the extent of modifications proposed and attempted as 'upgrades' for no apparent or reasonable gain. Instead, the expensive and time consuming one-off modifications result in a harness that looks like a hack-job, will likely devalue the vehicle and few others will be comfortable touching it because it has been customized. Save your time, cost and effort for more worthy pursuits. Nothing at all wrong with the original FI harness designs or hardware, they were just an early solution that remains reliable if not abused. My 1974 914 still has its original wiring harness which functions perfectly and reliably. I would find it impossible to believe that the several hundreds of satisfied 914, VW and Mercedes Benz owners with the replacement D-Jet and L-Jet FI and other harnesses I have built for them since 2001, using NEW not used, correct OEM wire terminals, boots and other high quality components would consider them 'defective' in any way, shape or form. Good, durable wiring harnesses keep you smiling and carving the canyons. Even the original harnesses were serviceable for 30-40 years, how much more durability should one expect from a wiring harness in a hot, dirty, oily engine bay environment? Surely there were improvements made over time, but that's no reason to believe the earlier hardware was ''defective'.
The hundreds of D-Jet and L-Jet FI harnesses I have built for various vehicles as well as some of the peripheral harnesses such as ignition and alternator harnesses for our cars, are available for as low and reasonable cost as I can make them. The parts and tooling are expensive and it takes a good deal of experience and knowledge to build them with a high standard of quality. My wiring harness website has been here for many years and will continue to be if you need anything: http://bowlsby.net/914/WiringHarnesses/ Find me on the 914world.com site mostly, or you can contact me through my harness webpage above. |
If you remember speaking with me long ago....about 1999 or 2000 you will remember that I was building replacement harnesses quite a while before you were and likely have spent far longer working on the D-jet systems and researching them than you have.
You originally called me for information...of which you received quite a bit. Very glad I could help...and very glad to see that both you and JMskater have continued forward to be able to offer a factory level replacement harness when nothing else exists for this community.
I travel and work too much in my line of work (back then and even now) to be able to reliably offer harness building as a timely service.
I am simply pointing this out so you and others reading this thread will understand where my knowledge comes from.
Jeff, you make a superb, carefully crafted product from only the best materials. I would not hesitate to purchase one if I needed it......and if I didn't already make my own harnesses for myself.
As for the information presented in this thread over the years....your comment " expensive and time consuming one-off modifications result in a harness that looks like a hack-job, "....yes...I have that same opinion toward many who repair harnesses instead of building or replacing them properly....but not with reference to modifications...of which nothing I have ever done is...or looks like......or functions like....is a hack.
As for some of the other proposed modifications mentioned in this thread......from gold plated terminals ...which were also available in for all of the terminal types in the D-jet system offered by AMP... to switching to L-jet terminals....not only do NOT make the harness look like a hack job....you would need a magnifying glass to tell the difference....the L-jet terminals and better quality wire result in lower wire potential under load...and better long term connectivity reliability.
Thats an established fact.
In an automotive restoration community.... where engines and transmissions are removed many times over short periods as compared to new cars....such removal generally having nothing to do with an injection problem but simply to work on other parts of the car......which results in lots of plugging and unplugging cycles.....it is here that long ago I did not agree with your proposed methodology....which was to replicate the factory wiring harness in every way.
You were interested from day one in one particular crowd....Porsche primarily and Mercedes secondarily.....who are more worried about "looks" and "value" for resale (two items near the bottom of my list for wiring harness requirements)..... than long term reliability and performance (the two items at the top of my list).
Thats all fine....and as mentioned in our conversations at that time....for what these harnesses cost to make in parts alone....they were the few that would be able to afford a quality repro harness
Lets recap a little from our long ago conversations and some of my research:
Somewhere around November of 1973 VW and Bosch changed their EFI harness systems (not chassis harness) to the dual cantilever terminal system (L-jet) after almost 6 years of research and testing of that new terminal. You can see the original patent dates in Tyco/AMP's documents on their website.
The original D-jet terminal documents date to about March of 1965
They....AMP and Bosch..... started research on a replacement terminal for the original D-jet terminal just two years after the debut of D-jet as a production system. For very good reasons according to THEIR documents.
As noted in the testing documents ...also on Tyco/AMP's website...as we spoke about back around 1999-2000...................and lets get the terminology we are using in these threads and conversations straight for once.....because I get tired of the BS.........I..... did not say the D-jet terminal system was defective.
Bosch and AMP said it was.....and not because it didn't work...but because it had wear probllems and they had better designs in the works.
1. Bosch and AMP noted the D-jet terminal system was a defective DESIGN....not a defective PRODUCT.
That difference is significant....and a point I have been trying to make for years.....but keep getting shouted down by the Black/white, right/wrong mentality here.
Saying D-jet terminals are a defective PRODUCT would be like saying the model T was defective PRODUCT....which none of us would say because it functioned well for its time as designed......but neither would we agree that it is technology we would like to move forward with or in any way excellent or perfect.
I agree with their assessment through long experience.
2. They noted this....not because the D-jet terminal does not work well...... it works well WHEN ITS NEW.....but because it does not WEAR WELL....WHEN IT GETS OLD.....they noted that for its intended use its a defective DESIGN. Thats true.
3. It was considered defective by design after laboratory, field testing and a review of the dealer and service network records.....because the female terminal was susceptible to:
A. Spreading of the side roll spring areas in as little as 25 cycles of plugging and unplugging or LESS....AMP and Bosch's findings....and mine as well.
B. Heat expansion (which exacerbates the above issue)
C. The inability to trace the above faults easily without removing the female terminals from the plugs for adjustment or replacement.
D. The lack of permanent spring clamping within the terminal....which would alleviate both A and B
They looked upon this as a warrantability and long term reliability issue....and also the fact that newer fuel injection systems were moving from an ANALOG system to a DIGITAL system...which is more sensitive at a millivolt level to voltage changes and much more sensitive in resistive changes.
Yes....the D-jet harnesses when new worked just peachy....I have always agreed with this. When they are old....not so much.
The list is significant (not long but significant) of what can be improved. I have numerous harnesses where I have already made a lot of these improvements simply to see how they work...and if they are worthwhile.
The only exotic modification not worthwhile is gold plating on original D-jet terminals. I have the original part numbers for these terminals with gold plate. It seems they were rarely used.
Better for oxidization prevention...yes...worse for wear as these terminals (original D-jet)....move and vibrate too much due to a lack of a formal spring inside. The gol wear off at impingement points.
L-jet style dual cantilever terminals with selective gold are superb...but too expensive from a factory point of view....in those days......but widely used on modern systems to good effect. Very worthwhile for a custom built restoration harness.
By the way I finished the high temp epoxy plugs to allow the use of L-jet terminals that look identical to D-jet terminals...about a year ago. You would not know from any outward appearances that they are not factory D-jet plugs....unless you looked inside.
They turned out to be within about 5%...the same durometer as the original crappy nylon 6 plugs (later molded after 1978 in 6-6 nylon) that turn brittle and crack.....but have a higher temperature and oil resistance than the original...and can use better terminals than the original.
I have enough to build three harnesses for my use but do not have the time to produce these for sale so I have not publicly offered them.
My original point....then as now....is if you have the EFI system out or have lots of unplugging cycles because of work on your car....and if you have the wherewithal to keep the side roll springs of the female terminals tight with a small pair of pliers when necessary....and have the newer 6-6 nylon plugs so as not to destroy the plugs removing the connectors......the original D-jet connectors should work well for eons.
Only a few percent of D-jet owners are this diligent. Most are scared to do anything to their system even if it needs it.
So if you are building a new harness and for "0" additional cost...you could address some of those issues with longevity...why wouldn't you. Ray |
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Mike Fisher
Samba Member
Joined: January 30, 2006
Posts: 17970
Location: Eugene, OR
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| Posted: Mon Jan 18, 2016 3:35 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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I just butt spliced a good used pair of injector connectors onto the 1-2 side to cure my wiring problem! They worked great and didn't bother me in the slightest! It looks like that damn Tram eliminated my butt splices later on when he rebuilt my engine though!  We are lucky my harness is still pretty good. Some will need new harnesses from Jeff or Joe! 
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69 FI/AT square Daily Driver
66 sunroof,67,70,71,71,71AT,72,72AT,73 Parts
two 57 oval ragtops sold
'68 Karmann Ghia sold
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blues90
Samba Member
Joined: March 14, 2009
Posts: 1912
Location: Hollywood ,CA
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| Posted: Mon Jan 18, 2016 4:36 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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I haven't unplugged and plugged in my injector plugs more than 5 times since I bought this car in 85. Last time was to tighten the terminals because one when warm caused a miss at idle that would clear . I didn't find the connectors brittle at all. This harness has never been hacked .
Besides if you want to test the system for resistance you can test right off the ECU plug with each component plugged in then if you find high resistance then check the plug or component .
Yes the FI system is a steady system over carbs yet if one considers their bank account and the cost of parts that may or may not work even if they can be found it all becomes a gamble and a risk . Mine seems to have a MPS issue and if I can find one that is good and can be adjusted then fine yet there are so many other parts you cannot find.
If I had huge problems it may be far less expensive to install carbs with the proper oil bath air filters. I had two carbed VW's in the past and they ran well . Now days who knows with the gas as bad as it is how well either system will run . Once they took away leaded fuel I noticed a difference and then they added methanol to further cause the loss or MPG and power . |
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raygreenwood
Samba Member
Joined: November 24, 2008
Posts: 21519
Location: Oklahoma City
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| Posted: Mon Jan 18, 2016 5:29 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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| blues90 wrote: |
I haven't unplugged and plugged in my injector plugs more than 5 times since I bought this car in 85. Last time was to tighten the terminals because one when warm caused a miss at idle that would clear . I didn't find the connectors brittle at all. This harness has never been hacked .
Besides if you want to test the system for resistance you can test right off the ECU plug with each component plugged in then if you find high resistance then check the plug or component .
Yes the FI system is a steady system over carbs yet if one considers their bank account and the cost of parts that may or may not work even if they can be found it all becomes a gamble and a risk . Mine seems to have a MPS issue and if I can find one that is good and can be adjusted then fine yet there are so many other parts you cannot find.
If I had huge problems it may be far less expensive to install carbs with the proper oil bath air filters. I had two carbed VW's in the past and they ran well . Now days who knows with the gas as bad as it is how well either system will run . Once they took away leaded fuel I noticed a difference and then they added methanol to further cause the loss or MPG and power . |
Yes....agree. oddly....D-jet is my favorite system. A functioning antique.....but tough as nails.
I also find the same thing. Systems that are original and have had very little plug cycles.....have the least problems as long as the components are good and the wires not cracked.
Sure test from the ECU...and if you find a high resistance reading.....how will you know if its:
The connection between your probe and the ECU end
Or....the crimped joint at the ECU end (common)
Or.....the wire itself (common)
Or.....the crimp at the female connector on the component end (common)
Or.....the connection between the female connector and the male pin (most common)
Or.....the male pin itself having corrosion (common)
Or.....the injector or component the wire is connected to having high resistance (second most common).
So....even though a "cursory" check by pulling the plug on the ECU is a useful tool in diagnostics....it is by no means definitive or complete for trouble shooting.
A lot of the tail chasing for perfect and uniform running among D-jet owners of old systems is due to variation in connectivity.
Also....the notation in the white paper about 25 cycles of plugging/unplugging causing common failures....also noted that this is for brand new out of the bag terminals. This did not even yet include all of the other variables like heat expansion, corrosion and the big one....vibration.....which is THE primary reason ALL fuel injection terminals world wide have gone to spring loaded terminals.
Their notes about "connectivity failure" did not just include "loss of connection". It includes variation in resistance and intermittent connection. ....the classic "cannot duplicate" bullshit you get at the dealership. If a connector becomes higher resistance or intermittent connectivity or resistance variation......its a "failure" just as sure as no connection at all (even worse because it will come and go).
The sad thing is that long after all European and Japanese companies went to a modern terminal design.....GM repeated this exercise in an even worse manor......by using much more advanced and sensitive digital injection with terminals marginally more advanced than the original D-jet terminals....to produce millions of cars between the late 70s and late 90s with a less than 50% reliability rate over 70k miles. Its only been since 2002 or so that Gm finally got real high mileage reliability when they went to the EV-1 system variant....because they finally decided to pay the patent. Ray |
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blues90
Samba Member
Joined: March 14, 2009
Posts: 1912
Location: Hollywood ,CA
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| Posted: Mon Jan 18, 2016 6:09 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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"Sure test from the ECU...and if you find a high resistance reading.....how will you know if its:
The connection between your probe and the ECU end
Or....the crimped joint at the ECU end (common)
Or.....the wire itself (common)
Or.....the crimp at the female connector on the component end (common)
Or.....the connection between the female connector and the male pin (most common)
Or.....the male pin itself having corrosion (common)
Or.....the injector or component the wire is connected to having high resistance (second most common).
So....even though a "cursory" check by pulling the plug on the ECU is a useful tool in diagnostics....it is by no means definitive or complete for trouble shooting."
Well if I did find high resistance from the ECU to say an injector I at least know I have certain connectors to check and wires. What I used to do when I ran across this sort of issue is start from the end (ECU) making certain the meters test leads are not just touching but clipped on or if that is not possible take several readings . Then I would use a safety pin to get at the wire near the terminal to see if that showed any diff. If the wire seemed ok since you wouldn't really want to cut open the harness sleeve I would pull the connector and re insert it that would tell me if it was a male to female connector issue . Last ditch would be to run a jumper across the circuit right to the unplugged injector to the ECU end with that terminal out and fire it up . It takes time yet it's easier than guess work.
Fly fishing hackle pliers are small metal clamps with a strong hold and very fine tips , fit in anywhere.
I have to say I found more issues on Fords connectors than I even found on this car. Most often it was a bad crimp either on the insulation not the wire or one that was so loose it made no contact. Most are not what I would call water tight either . They were packed with white grease at the factory in an attempt to create a water proof plug , all this did was soften the insulation and render bare wires and shorts or crossed circuits. The worst were the Probes , they used relays with a rubber boot , if the relay came loose and turn over the boot acted like a small bucket only to hold in water. Ford was big on barrel connectors in plastic plugs. More often than not the plug was not sold alone so the fix cut it out and splice and shrink wrap each wire then all in a larger shrink wrap . |
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ve7kilohertz
Samba Member
Joined: June 28, 2015
Posts: 160
Location: Okanagan BC
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| Posted: Mon Feb 08, 2016 3:04 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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Well, interesting long running thread...I have read it all and am in the process of building 3 engines for 3 buggies my son and I are building this summer. Two will have T3 engines ('70 and '72) and one will be a T4, 1972. They were all FI engines but 2 were carb'd at some pint in their history, and I will be replacing those with the original FI system. I am an electronics tech of 40 years and want to play with the D-Jet FI system and get it working as intended.
I have lots of the PTFE coated silver wire, in many gauges and configurations, but in all of this thread, I was unable to find any reference to the original AMP p/n's, or any suitable current replacements, even just the series name/number would save a ton of researching and reading thru data sheets. Assume all the plugs are the same series, injectors and sensors and MPS, just different pin count right? Someone also posted that he found 30 NOS ECU plugs, still have any?
Anybody have this AMP p/n info to share?
Please and thanks.
Cheers |
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William69
Samba Member
Joined: January 17, 2016
Posts: 41
Location: Leadville, Colorado
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| Posted: Fri Mar 25, 2016 6:06 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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1972 Squareback with FI, looking to bring her back to life, have to replace a lot of the FI wires from the CMU to the injectors and the to the throttle valve switch. (broken wires) looks like it is 18 awg wire?
thanks
Bill
Leadville, Colorado
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William69
Samba Member
Joined: January 17, 2016
Posts: 41
Location: Leadville, Colorado
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| Posted: Fri Mar 25, 2016 6:21 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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Guess I should have said ECU (Electronic Control Unit) rather than CMU (Control Module Unit)
thanks
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Mike Fisher
Samba Member
Joined: January 30, 2006
Posts: 17970
Location: Eugene, OR
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| Posted: Fri Mar 25, 2016 6:45 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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| bowlsby wrote: |
Not frequenting this forum much I just stumbled on this thread and read it through. It is excruciatingly painful to read about the extent of modifications proposed and attempted as 'upgrades' for no apparent or reasonable gain. Instead, the expensive and time consuming one-off modifications result in a harness that looks like a hack-job, will likely devalue the vehicle and few others will be comfortable touching it because it has been customized. Save your time, cost and effort for more worthy pursuits. Nothing at all wrong with the original FI harness designs or hardware, they were just an early solution that remains reliable if not abused. My 1974 914 still has its original wiring harness which functions perfectly and reliably. I would find it impossible to believe that the several hundreds of satisfied 914, VW and Mercedes Benz owners with the replacement D-Jet and L-Jet FI and other harnesses I have built for them since 2001, using NEW not used, correct OEM wire terminals, boots and other high quality components would consider them 'defective' in any way, shape or form. Good, durable wiring harnesses keep you smiling and carving the canyons. Even the original harnesses were serviceable for 30-40 years, how much more durability should one expect from a wiring harness in a hot, dirty, oily engine bay environment? Surely there were improvements made over time, but that's no reason to believe the earlier hardware was ''defective'.
The hundreds of D-Jet and L-Jet FI harnesses I have built for various vehicles as well as some of the peripheral harnesses such as ignition and alternator harnesses for our cars, are available for as low and reasonable cost as I can make them. The parts and tooling are expensive and it takes a good deal of experience and knowledge to build them with a high standard of quality. My wiring harness website has been here for many years and will continue to be if you need anything: http://bowlsby.net/914/WiringHarnesses/ Find me on the 914world.com site mostly, or you can contact me through my harness webpage above. |
Talk to Jeff Bowlsby for a new harness! 
_________________
https://imgur.com/user/FisherSquareback/posts
69 FI/AT square Daily Driver
66 sunroof,67,70,71,71,71AT,72,72AT,73 Parts
two 57 oval ragtops sold
'68 Karmann Ghia sold
Society is like stew. If you don't keep it stirred up you end up with a lot of scum on the top! - Russ_Wolfe/Edward Abbey |
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William69
Samba Member
Joined: January 17, 2016
Posts: 41
Location: Leadville, Colorado
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| Posted: Fri Mar 25, 2016 9:17 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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just looking for awg size of wire for the fuel injection wiring harness.
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raygreenwood
Samba Member
Joined: November 24, 2008
Posts: 21519
Location: Oklahoma City
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| Posted: Fri Mar 25, 2016 10:36 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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| William69 wrote: |
| just looking for awg size of wire for the fuel injection wiring harness. |
Actually jf you are usimg modern wire with modern insulation and modern copper alloy purity. ....you can use 18-22 gauge.....with 0 issues.
Factually you could most probably run 16-24 gauge.....with no issues......but just to stay on track I have built numerous perfectly functioning harnesses with 18, 20 and 22 gauge so I know there are 0 issues.
In the original harnesses there was more than one wire gauge.....which is totally unnecessary with modern wire and was probably uncessary back then. I build them all with a single wire gauge with no issues. 18 gauge is fine.
A note.....replacing single wires will get you off the curb but s false economy. They are all the same age....and the insulation on all of them is shot. Just build a harness.....or as noted....Jeff Bowlsby or JMskater can both make you one. Ray |
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William69
Samba Member
Joined: January 17, 2016
Posts: 41
Location: Leadville, Colorado
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| Posted: Fri Mar 25, 2016 10:43 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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thanks for the info, am planning on making a complete harness, new wire from the ECU to all fixtures. have all new connectors and rubber boots. not NOS but close....
thanks again, hope to have her back and running in the next year or so. Retirement project, my wife hates... oh well.
Bill
Leadville, Colorado
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glutenfree
Samba Member
Joined: July 06, 2016
Posts: 238
Location: PDX
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| Posted: Wed Sep 14, 2016 1:39 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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Any pictures of the modified L-jet plug? I am looking to rebuild my harness asap.
Also, does anyone have a list of sources for other component connectors? (TPS,TVS, Trigger Points etc)
Thanks!
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raygreenwood
Samba Member
Joined: November 24, 2008
Posts: 21519
Location: Oklahoma City
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| Posted: Wed Sep 14, 2016 2:05 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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| glutenfree wrote: |
Any pictures of the modified L-jet plug? I am looking to rebuild my harness asap.
Also, does anyone have a list of sources for other component connectors? (TPS,TVS, Trigger Points etc)
Thanks! |
Right now I have a design with a few prototypes. ...or what is on the outside....a stabdard D-jet plug.....on the inside it fits L-jet terminals only. It will probably be January before I can get back on it to complete the molds.
But....you can replace all of the D-jet female terminals with a dual cantilever/L-jet style female of a specific part #. It fits very tight....and you have to make a single indentation in the entrance of the plug to retain it.
I am out of town until next week but I can post the part # and pictures and the AMP bluepr8nt then.. I used to get them from AMP years ago.....you will have to contact them to purchase. Ray |
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William69
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Joined: January 17, 2016
Posts: 41
Location: Leadville, Colorado
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| Posted: Wed Sep 14, 2016 2:46 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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this is what I came up with for the 2 wire connector, haven't got a new solution for the 3, 4 & 5 wire connectors other than new wires with connector and heat shrink.
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Wild Willie |
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glutenfree
Samba Member
Joined: July 06, 2016
Posts: 238
Location: PDX
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| Posted: Wed Sep 14, 2016 3:10 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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| raygreenwood wrote: |
| glutenfree wrote: |
Any pictures of the modified L-jet plug? I am looking to rebuild my harness asap.
Also, does anyone have a list of sources for other component connectors? (TPS,TVS, Trigger Points etc)
Thanks! |
Right now I have a design with a few prototypes. ...or what is on the outside....a stabdard D-jet plug.....on the inside it fits L-jet terminals only. It will probably be January before I can get back on it to complete the molds.
But....you can replace all of the D-jet female terminals with a dual cantilever/L-jet style female of a specific part #. It fits very tight....and you have to make a single indentation in the entrance of the plug to retain it.
I am out of town until next week but I can post the part # and pictures and the AMP bluepr8nt then.. I used to get them from AMP years ago.....you will have to contact them to purchase. Ray |
Sweet, thanks Ray!
| William69 wrote: |
this is what I came up with for the 2 wire connector, haven't got a new solution for the 3, 4 & 5 wire connectors other than new wires with connector and heat shrink. |
Where did you find your rubber boot? Which connector did you use? Source?
I found these "Bosch EV1" connectors on ebay
http://www.ebay.com/itm/231695346858
Sadly I cannot afford the teflon insulated silver coated copper wire but anything is better than what is in there now
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William69
Samba Member
Joined: January 17, 2016
Posts: 41
Location: Leadville, Colorado
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| Posted: Wed Sep 14, 2016 3:16 pm Post subject: Re: Type 3 D-Jet Harness Thread |
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Let me get back to you, will pull up my list
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Wild Willie |
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