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What kind should I get for my 914 ITB conversion? I'd like to avoid the cheap tuning store chinese stuff.
I really dont need any adjustability, a set 3 bar regulator would be fine, is there anyhing usable from a standard car?
I would prefer hose inlet/outlet connectors.

Stock bus type Bosch from an L jet model work. Easy to mount and very robust.

Steve Arndt wrote:Stock bus type Bosch from an L jet model work. Easy to mount and very robust.

any like that on 90's 2000's cars? just thinking for ease of finding at the scrapy or parts shop

Places like Summit/Jegs sell 2 versions of the Bosch Djet adjustable regulator, use with or without manifold vac reference port.
(basically a modified adjuster screw, looks like it comes with both)

MSD branged, but is a proper Bosch regulator, down to the correct part# for Djet.
Usually a ~20-45 PSI-ish adjustment range
http://www.jegs.com/i/MSD+Ignition/121/2222/10002/-1

L jet Not adjustable (easily) like a d jet but already at at 2.5 bar, hose fittings, vacuum referenced, and super affordable (plus they last 40 years). Same with Vanagon regulators but they have two in and 1 out. Makes for a balanced fuel rail flow wise.

i'm using http://www.cbperformance.com/ProductDet ... tCode=7161 .

MSD #2222 is a Bosch DJet regulator with a vacuum/pressure tap adjustment screw.
Very good mechanically adjustable, vac/pressure compensating regulator, genuine Bosch.

Summit and Jegs seem to have discontinued them, probably cutting into their profit margin on the blingy units that don't last.

They are all over Ebay and many other sources.

I ended up buying the Bosch unit that Mario sells. It doesnt say what pressure it holds tho?

Its the same Bosch unit I suggested.

Can be turned down below 26 PSI and up to ~45, maybe a tad more.
That's just the baseline adjustment, the boost or vacuum reference can move it from that centerpoint.

Should you connect the vac line for NA use or just plug it?

For NA motors you just leave it open to athmoshperic pressure I guess?

Hmmmm, I'll need it to be at 3 bar....so almost borderline on the high side then.

andy198712 wrote:Should you connect the vac line for NA use or just plug it?

Never plug it, just leave it open to ATM so it can correct for variations at least.

You can do it either way for NA, but hooking up manifold vac as a reference is more technically correct.
Accels may be easier to initially tune without it, but you should leave accel off (or at least EAE off) until the VE table is well tuned, or the corrections multiply garbage.

Cool

Do I have to mod the bosch unit for it to be adjustable? I hooked the pump up directly to the battery (inline 10A fuse) and the pressure gauge reads 4 bar... ?! From what I read it shouldnt even go that high?

falcor wrote:Do I have to mod the bosch unit for it to be adjustable? I hooked the pump up directly to the battery (inline 10A fuse) and the pressure gauge reads 4 bar... ?! From what I read it shouldnt even go that high?

There's a screw and a locknut, that adjusts it.
The hollow screw doubles as the vacuum port.
I found tuning was easier with fixed pressure and never bothered hooking it up.
DJet used fixed pressure.
Thats a modified DJet regulator. (well, the screw with vac port is the mod)

You may just need to adjust it.

Make certain you don't have a kink in the return line.

Not sure what fuel pump you are using, but a great many will go well over 100 PSI dead headed.
If you have a roller cell (044 or friends) 160+ PSI is typical, they are flow rated at 90 PSI.

The regulator is supposed to dump anything over its setting back to the tank.

A regulator installed backwards is like a plugged return---no flow.