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ih4x4
Samba Member
Joined: June 19, 2007
Posts: 72
Location: stockton ca.
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 Posted: Mon Sep 27, 2010 9:24 pm Post subject: 1975 t4 fuel injection wireharness unplugged & unmarked |
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fuel injection harness was unplugged from the motor and was not labeled, need to know what connectors go where, I looked at the bently and figured out a few connections but cant figure out all the connections, I searched but was un able to find the ansewer,
thanks
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1963 ragtop bug daily driver
1961 bug in the middle of a restoration |
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Wildthings
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Joined: March 13, 2005
Posts: 50353
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| Posted: Mon Sep 27, 2010 10:08 pm Post subject: |
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| There are not that many connectors that can be accidentally interchanged, you can check continuity through the harness to figure things out if you need to. All the injectors fire together so they can be swapped without harm. |
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busdaddy
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Joined: February 12, 2004
Posts: 51154
Location: Surrey B.C. Canada, but thinking of Ukraine
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| Posted: Tue Sep 28, 2010 8:32 am Post subject: |
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A 35 year old harness will likely be so stiff it'll stand up by itself, throw it ontop of the engine with the big ECU connector to the right and most of the connectors will naturally fall in the area they go.
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Rust NEVER sleeps and stock never goes out of style.
Please don't PM technical questions, ask your problem in public so everyone can play along. If you think it's too stupid post it here
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78Kombi
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Joined: October 05, 2006
Posts: 1043
Location: Western Mass
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| Posted: Tue Sep 28, 2010 9:30 am Post subject: |
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| busdaddy wrote: |
| A 35 year old harness will likely be so stiff it'll stand up by itself, throw it ontop of the engine with the big ECU connector to the right and most of the connectors will naturally fall in the area they go. |
lol yeah glue some leaves to it and call it a branch, ha
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78 hightop 2.0 FI
| Wildthings wrote: |
no engine that I know of will run off of hype.
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gordonzo
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Joined: May 15, 2007
Posts: 126
Location: BC, Canada
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| Posted: Tue Sep 28, 2010 11:48 pm Post subject: |
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I was tracing out my wiring harness while chasing my Hot Idle Issue and came across this on the Guacamole Bus site (I hope it's ok to post it here).
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1958 Sunroof Sedan (For Sale) - SOLD
1972 Deluxe Sunroof - For Sale1975 Campmobile with 2.0 litre (summer driver)
| busdaddy wrote: |
Tried soaking it in some search?
"We are taking it to the shop soon" - Those words always end badly, why not tackle it yourself? |
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59walkthru
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Joined: August 13, 2006
Posts: 156
Location: CO
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| Posted: Wed Sep 29, 2010 8:25 am Post subject: |
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sorry to hijack, but...
all the injectors fire at the same time? I'm not saying that I don't believe this but I am pretty surprised by it. shouldn't they be timed to fire as the intake valve is opening? wouldn't that be more efficient.
I had an old 73 volvo 240 w/efi it had a bad brain and I had a spare one that was also bad. one ecu would fire injectors 1&3 the other ecu only fired 2&4 I rewired the injectors to share this signal with the two injectors that were not squirting, it worked, but not too well.
can some one give me the logic behind having them all firing at the same time with Ljet besides the obvious simplicity.
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SGKent wrote:
take a photo of the shaft in the bore so we can see it, and one of your tool. |
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RIOMX
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Joined: September 30, 2005
Posts: 1234
Location: La Crosse, WI
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busdaddy
Samba Member
Joined: February 12, 2004
Posts: 51154
Location: Surrey B.C. Canada, but thinking of Ukraine
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| Posted: Wed Sep 29, 2010 9:59 am Post subject: |
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| 59walkthru wrote: |
sorry to hijack, but...
all the injectors fire at the same time? I'm not saying that I don't believe this but I am pretty surprised by it. shouldn't they be timed to fire as the intake valve is opening? wouldn't that be more efficient.
I had an old 73 volvo 240 w/efi it had a bad brain and I had a spare one that was also bad. one ecu would fire injectors 1&3 the other ecu only fired 2&4 I rewired the injectors to share this signal with the two injectors that were not squirting, it worked, but not too well.
can some one give me the logic behind having them all firing at the same time with Ljet besides the obvious simplicity. |
1/2 the required dose of fuel in each pulse, the first shot has a couple of nanoseconds to pre vaporize in the intake port until shot #2 comes along and they head for the cylinder.
_________________
Rust NEVER sleeps and stock never goes out of style.
Please don't PM technical questions, ask your problem in public so everyone can play along. If you think it's too stupid post it here
Stop dead photo links! Post your photos to The Samba Gallery!
Слава Україні! |
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Wildthings
Samba Member
Joined: March 13, 2005
Posts: 50353
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| Posted: Wed Sep 29, 2010 11:50 am Post subject: |
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| 59walkthru wrote: |
sorry to hijack, but...
all the injectors fire at the same time? I'm not saying that I don't believe this but I am pretty surprised by it. shouldn't they be timed to fire as the intake valve is opening? wouldn't that be more efficient.
I had an old 73 volvo 240 w/efi it had a bad brain and I had a spare one that was also bad. one ecu would fire injectors 1&3 the other ecu only fired 2&4 I rewired the injectors to share this signal with the two injectors that were not squirting, it worked, but not too well.
can some one give me the logic behind having them all firing at the same time with Ljet besides the obvious simplicity. |
With the earlier D-jet fuel injection they fired them in pairs. I guess when they got around to the L-jet they figured out it wasn't necessary and just fired them all at once. |
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59walkthru
Samba Member
Joined: August 13, 2006
Posts: 156
Location: CO
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| Posted: Tue Oct 05, 2010 12:32 am Post subject: |
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thanks for the answers busdaddy and wildthings.
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SGKent wrote:
take a photo of the shaft in the bore so we can see it, and one of your tool. |
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raygreenwood
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Joined: November 24, 2008
Posts: 21520
Location: Oklahoma City
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| Posted: Tue Oct 05, 2010 10:53 am Post subject: |
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| Wildthings wrote: |
| 59walkthru wrote: |
sorry to hijack, but...
all the injectors fire at the same time? I'm not saying that I don't believe this but I am pretty surprised by it. shouldn't they be timed to fire as the intake valve is opening? wouldn't that be more efficient.
I had an old 73 volvo 240 w/efi it had a bad brain and I had a spare one that was also bad. one ecu would fire injectors 1&3 the other ecu only fired 2&4 I rewired the injectors to share this signal with the two injectors that were not squirting, it worked, but not too well.
can some one give me the logic behind having them all firing at the same time with Ljet besides the obvious simplicity. |
With the earlier D-jet fuel injection they fired them in pairs. I guess when they got around to the L-jet they figured out it wasn't necessary and just fired them all at once. |
Actually it is necessary.....or at least better...and its also why the D-jet always spanked early L-jet for tunability, emmissions and HP. Until the L-jet got 02 sensor control to do downstream fuel corrections. The rich/wet ports always caused (and still do) issues with passing emmisions...especially when the emmisions are tested at idle.
The very lean idle requiremnents of emmission testing were very hard to meet with early L-jet ....without running lean in other parts of the running spectrum. It alwasy was and still is difficult to get L-jet busses both running excellent AND passing emmissions. Its typical that owners lean out as much as possible to pass HC...and then fail NOX and CO because of it. Thats a function of wet, out of time injection in the ports with no downstream correction.
Its actually easier to get L-jet to pass emmisions on the rolling road dynos like they require now in Texas.
CIS had these very same problems. Its virtually impossible for many CIS Basic and CIS lambda to pass an idle sampled emmisions test on the first go araound because of the dripping wet ports.
Typiclaly having the idle up toward its maximum spec, a tweak to CO mixture and timing slightly retarded is required.
They went to batch fired on L-jet because it was simpler and cheaper...and was plenty adeuate and ran well (outside of emmissions testing).
L-jet was already through design and testing before emmissions testing came on board. Ray |
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59walkthru
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Joined: August 13, 2006
Posts: 156
Location: CO
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| Posted: Tue Oct 05, 2010 3:54 pm Post subject: |
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I'm running 77 l-jet right now.
If I was to swap in a 79 ECU and add the cat and aft o2 sensor. is this all that would be involved in moving up to a stock 79 ljet system. i ask mostly because my bus is a 79 ca, that was webber when I got it. I moved up to FI from a 77. is the same AFM used? what else is not the same?
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SGKent wrote:
take a photo of the shaft in the bore so we can see it, and one of your tool. |
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