Page 2 of 2

Re: 912E Type IV Rebuild

Posted: Thu Nov 02, 2017 2:14 pm
by Piledriver
NextGen wrote:
Wed Nov 01, 2017 12:55 pm
Funny that said, there is something about simple.... at times I miss a capacitor, points and a single barrel carb, ha.
At times I wistfully miss a points, condenser , carbs etc, then I realize I have driven >100K miles and the only maintenance other than oil changes ~ twice a year and valve adjustment checks at same time
...I have tested several ignition trigger setups, all worked. That was voluntary so I cant count that.

Replaced: 4 spark plugs.

...I have reworked the shocks twice, installed a custom AC rig, replaced the entire rear suspension, and put an automatic in it in that period, but only changed the plugs once.

I did have to replace the air filter as the first and last time I tried to clean it the cleaner caused the uni filter to dissolve.

It is burning some oil now, the used 1.8L jugs/rings must be nearing end of life.

Re: 912E Type IV Rebuild

Posted: Thu Nov 02, 2017 7:33 pm
by Bsherrard
999argonaut -
I am going to Delortto Carbs and I have 912E which is an L-Jet anyway. Won't be able to help you mate - sorry.

Re: 912E Type IV Rebuild

Posted: Sat Nov 11, 2017 7:31 am
by Bsherrard
All -
I have searched all over this forum and the web looking for a spreadsheet that lists / tracks all of the things needed to blueprint a type 4 (or any other) engine. I found reference in the ACT forum to a checklist the Jake uses but the thread has been removed. Before I put in a bunch of work creating one, thought I would ask to see if anyone has one they would like to share? Ideally I would list all of the engine components and have a checklist for the things that need to be verified / machined (ie, dimensions, clearances, weights), a place to input the final numbers for your engine, a listing of the torque values for critical engine components. a one stop document that you populate at the beginning of your build and then use during the process to make you don't miss anything and have a final build sheet when you are done.

Any help, recommendations, suggestions would be greatly appreciated.


Re: 912E Type IV Rebuild

Posted: Sat Nov 11, 2017 8:33 pm
by _thesatanicmechanic
I would question the amazing, yet buttery soft, JE pistons. Consider the KB 96mm units? Unless you are speccing a 3K alloy JB... The KBs have really held up well. Friend has 60K miles on a set in his '79 westy 2056 with minimal oil consumption and barely any clatter on cold start up. Split duration webcam with 44s that frequently sees 5000+ rpm. Like very time he drives it.

Re: 912E Type IV Rebuild

Posted: Sun Nov 12, 2017 8:26 am
by Bsherrard
the ship has already sailed on the JE pistons. Went with them as they are what Jake Raby used in his kits of old and that is the basis of the engine build. I got them from the Type4 store and they are custom for the engine. thank you for the input, though!

Re: 912E Type IV Rebuild

Posted: Sun Nov 12, 2017 4:41 pm
by raygreenwood
999argonaut wrote:
Thu Nov 02, 2017 7:25 am
Are you keeping the stock FI and computer in combination with the programmable dizzy? If so would be very interested to learn about your experiences and what improvement this would bring. 123 distributor's own website seems to guide people towards the non programmable version if you are using d/j-jet setups.

I will try to keep you guys posted late this year or early next.

I work on almost strictly D-jet (at least in air cooled cars). D-jet would GREATLY benefit from programmable. I Have no idea why they would guide you toward a non-programmable ignition set up for it....except that they probably bave no idea how to adjust fueling on D-jet....which has worlds away better adjustability than L-jet and Digifant.
I will most probably be using the CB blackbox when my engine is done.

This will be the stock D-jet distributor....with mechanical locked out....a Hall effect pickup and module slaved in for impulse and looking at a Blackbox to get a programmed curve. This will be used with a Pertronix 60Kv E-core coil (unless I can find a Jacobs or Accel Omni-coil between now and then).

It will get broken in and adjusted for fueling on the stock paired injector channels and then will get switched to the sequential D-jet trigger system I built a couple of years back.

With proper adjusting D-jet is far more capable than the state of tune the factory used it in....but aside from cam issues (which we have much better choices for now...this one has a 9550 cam going in)...and exhaust....(its getting a four-into-one)....the factory ignition control and coil weakness at higher compression was its major weakness. Ray

Re: 912E Type IV Rebuild

Posted: Sun Nov 12, 2017 5:49 pm
by Bsherrard
I will answer my own question - looked over on TheSamba and found this thread with a very excellent blueprinting worksheet in PDF format. ... ksheet.php
Will use this as a starting point and tweak in Excel.

Carb conversion wiring

Posted: Tue Feb 27, 2018 12:52 pm
by Bsherrard
I am converting my 912E from the L-Jet FI system to Delorrto 40's. In the process, I want to build a new wiring harness for the engine. Can anyone advise what all connections I need to maintain?

Re: 912E Type IV Rebuild

Posted: Tue Mar 13, 2018 10:29 pm
by Piledriver
coil power/backup lights ...i'm assuming a 911 used the same idiot setup for backup lights...
(I most strongly suggest using original wire to control a fused relay powered off the battery/starter regardless)
oil pressure idiot light
alternator power wire
alternator idiot light