924Board.org

[OldBrownShoe]

By the way, I was checking the CSV today and realized that the wire to the push-button was not properly attached to the splicer. I've fixed it with a pair of pliers and suddenly the START BUTTON WORKS!!!! I'm really happy now not to have to stay ages turning the key on and off anymore (my solenoid was beginning to feel the effects...)

So now, in face of this, shall we discard/add any possibilities?
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924 2.0L 1978 Euro LHD

[OldBrownShoe]

Is this the check valve on my old pump? I looks similar to the figure on the PET catalogue:



If so, is any of you able to identify it in my new installed pump?





It doesn't really look like the check valve is in... Any help appreciated!!
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924 2.0L 1978 Euro LHD

[juno]

[Mike924]

Three of your photo's there seem to have duff links, mate.

The first one is of an adapter; I think the check valve screws to the outer end of this. It's a pain that PET doesn't actually show the check valve on any of the diagrams.:roll:

I've got a vague recollection that early style pumps had an integral check valve, but I could be wrong.
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1985 Porsche 924 'Lux', Kalahari Beige (my ex)
1993 Porsche 968 Coupe, Midnight Blue, 6 spd

'There is no substitute for a little grease under your fingernails.' - Chrenan, 924board.org

[OldBrownShoe]

Thanks for your offer Juno, I really appreciate that (as long as I manage to have my car driven on the motorway...)

I've got a message today from the JCWhitney guys asking for details to give me a more precise shipping cost estimates.... let's see how it goes.

Mike, I am posting again the duff links... (really bizarre the pictures were okay when I previewed them..., but my computer skills are as good as my mechanics'). Anyway, if the first one was a picture of an adapter, I don't think I've got a check valve in my car, but perhaps you can confirm that in the three pictures below.

Something really odd happened to me today. While I was trying to hot start my car, I heard a horrible stall and the car didn't start at all. When I've opened the bonnet, I've realized that the giant rubber hose on the distributor was completely unattached on both sides! I assume it happened during my insistence on start the car, since I've checked it a couple of days ago and it was relative tighten. I also noticed it was very very oily inside, and I think it might be one of the reasons it has slipped so easily.

Could this have anything to do with the vapor lock/fuel delivery process?

The 'check valve' pictures:







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924 2.0L 1978 Euro LHD

[Smoothie]

Some oil in the air cleaner-air meterer is normal, and comes from the crankcase breather. Excess oil there would mean excess cylinder blowby (or a clogged breather outlet on the side of the block which could cause oil to be pushed up the air-oil seperators' drain line. -Or a clogged drain line could cause excess oil in the air-meterer also).

A fuel pump check valve would have some sort of ball and spring arrangement built in. If, with it removed, you can see straight through it, it's not a check valve. Not 100% sure, but I'm thinking the piece in your picture looks too short to be a check valve.
That pump doesn't have the built-in check valve either. The earlier "long-neck" pump has one built-in. Yours is the later short-neck version, requiring an external check-valve.

Here's a long-neck pump w/internal check valve -
<click>

That appears about 1/4 down this page - http://specialtauto.com/delorean-parts/fuel-injection.html
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"..it's made in Germany. You know the Germans always make good stuff."


'82 924T, US version, dark green metallic, 5 speed Audi 016G gearbox

[OldBrownShoe]

Thanks Smoothie!!

Is this the part you mean?




If so, do you think it would fit in my pump? I've looked for check valves here in the UK in sites like porscheshop or europarts and could not find it. If this one fits, I will probably check if they dispatch overseas.

About the oil problem, if I got it right, it doesn't really have to do with the hot start/fuel delivery problem (?). Any ideas on how can I sort it out?



More pictures of my pump:


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924 2.0L 1978 Euro LHD

[OldBrownShoe]

And another:


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924 2.0L 1978 Euro LHD

[Smoothie]

[dpw928]

Smoothie Wrote
"The check valve pic you linked to is for use with a banjo fitting - not sure if there is one for use with your straight-through fitting. Maybe someone else could clarify that. "

Yep. The wrong (later) pump was installed and an adapter off a fuel filter was used to connect to your old style line. The check valve can be installed in the pump (no adapter) but it would take quite a bit of replumbing the fuel line to switch to a banjo fitting. Recommend you buy the correct Bosch pump. Another possible option is to buy a Pierberg. Mine came with two types of check valves to accomodate either type of fuel line.

BTW, is most likely the reason for your hot start problem. It has also probably caused a slow cold start.

Dennis
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81 931 5 sp
78 928 5 sp Silver
78 928 AT Euro Black

[Buwani 931]

Check out this thread on the check valve.

http://www.924board.org/viewtopic.php?t=22651

Mine had an internal valve and had a straight thru fitting to the hose. The Bosch 1587010004 is a check valve that takes its place.


Shawn
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1980 931
That's thirty minutes away. I'll be there in ten.

[OldBrownShoe]

This thing about the piston rings kinda scared me!! How bad is it and is there an easy way of checking if is this the case? Also, how do you recommend me to clean the rubber hoses, can I use one of those engine degreaser sprays or a carb cleaner?

My pump is a pierburg one which I bought from GSF car parts, a well-know dealer here in the UK. They recommended this pump instead of the bosch one (it seems to be better), and as far as I remember it was the only model that fitted my year (1978). I don't remember it came with the check valve, but I might be wrong.

Shawn, do you think that a valve like yours would fit in a pierburg?
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924 2.0L 1978 Euro LHD

[Ozzie]

I wouldnt worry about the rings at this stage. These cars produce blowby gases and is normal.

The oil breather is critical and get blocked in NA's.
The sump then pressurises and oil is forced past every seal it can and leaks everywhere.
The hose has an orifice, without the orifice it will burn shed loads of smoke or fill the air box with oil and if it is too small or blocked the motor will leak everywhere.
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Porsche 924 1984 (UK import) NA
Its AUTO and its BLACK
Montego Black on black/red
Engineer of Electro/Mechanical Systems Maintenance

[Buwani 931]