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Another night, another session. Mounted the underfloor pressure pump and the in-tank lift pump tonight, with the pipes and pump provided by Mr S. It all went rather well, which was nice.
The bitch part of this was the stupid pipe clip on the vertical part of the bodyshell – in about a 1-2cm space between tank and bodyshell. Anyway – I eventually got the old hoses out and the new ones in, along with the wiring for the pressure pump. The lines up to the front clipped in fine and were about the right length.
Now, can someone remind me – black and blue – which is feed and which is return?
quote:
there is no way that the 020 one will fitWell, there IS, but it’ll involve a lot of cutting and welding!
Yes, please do ship that bracket with the next lot of bits!
Balls – found the next issue-ette.
The mounting bracket to secure the angle-drive to the back of the block on the cable-change gearbox is substantially different to the rod-change gearbox. I don’t know whether the 2.0 block is any different to the PG motor bolt holes. I’m thinking the key issue is that there are two bolt heads that poke out of the angle-drive, which the mounting plate sits on, when it shouldn’t.
Cheers, Jason – I intend to – I’m trying to keep focused. I’m trying not to let other things I *could* do to the car while the engine and ‘box are out get in my way!
Cheers guys – it’s nice to know I have an international team behind me on this project!
Pascal – nice to hear from you – Chris has made you near-legendary before you’ve even posted a thing on here. Don’t worry – I’ve been planning to wrap the manifold and downpipe all the way – it’s far too close to the steering column not to. I’ll be wrapping the column shroud to protect it further too.
I instantly thought of K-Jet as soon as I saw the fifth injector, too. I have a pick-up here that runs it, so I’m familiar with the cold-start circuits etc etc.
Has Chris mentioned that I’ve come up with a couple of May dates for a Nordschleife trip? This gives me a point when I absolutely have to make sure the Golf is 100% – I’m hoping that there will be at least one track session before that too.
The first one is great – go for it. The G2 is such a discrete and tasteful car that something subtle like that will work really well.
The second one is just too showy for my tastes and it’s got super McTossathon BBS crossspokes on it – just my opinion.
Whoah, quite a ride of thought and analysis with Chris over this. The fifth injector is only fitted to the 2E Siemens management, so it’s not surprising to find there is no bloody fifth injector fitting point on the ABA manifold.
It’s rather irksome, but here’s the current situation – I have the 2E throttle body fitted to the ABA manifold. I need to use the ABA fuel rail, fitted with the G2 Bosch injectors (either GTI or G60 – G60 in my case). Because we’re using the G60 injectors on a lower power motor than they’re strictly designed for we need to run a lambda, to let the management tweak back the injectors, to optimise the fueling……
SO
Because G2s in the UK didn’t really show with cats (and lambdas) as it took a little while for that unleaded fuel to catch on over here, there’s something of a dearth of G2 Bosch digifant looms with a lambda fitted just lying around here in the UK. Because the continentals were there a lot earlier Chris says he has such a loom in the shed (hurrah!).
Now, the next things that are going to fly up in front of me like rakes as I stagger through the long grass in the engine conversion field are probably the incompatability of the 2E throttle connections with the sodding Bosch loom and management. Having had a shuftie at the 2E connections it looks to have a throttle position potentiometer, which I haven’t seen on the PB throttle housing.
So, two steps forward, one step back and fall down on your ass. Still it’s progress, isn’t it?
More stuff done last night.
I’ve plated up the LHD steering column holes, as I won’t be needing these and the large plastic gommet was shot away
The session last night pulled up some concerns. The hole in the inlet manifold that I thought was for the fifth injector appears to be (according to ETKA) for an exhaust gas recirculation valve. This could seriously torpedo my idea of running the 2E management on this engine.
The 2E throttle butterfly does fit, but I’m not sure what arrangement I’m going to need to get the throttle cable to work, as the housing is fitted upsidedown in comparison to the 2E.
It’s always the way that the steelwork turns out to be the easy bit……
Cool, I’m in Bristol. Hope to see you around. I should be doing a few track days this year, at Castle Combe.
Yes – maybe overkill….. better that than a flexible shell though!
Lots more done this evening – the hole has now been filled.
Pictures here: http://diamondhell.com/component/option,com_rsgallery2/Itemid,29/page,inline/id,705/catid,24/limitstart,0/
I’ll label them and re-order them when I get a mo, but I’m a bit knackered about now!
To make life easier why bother splicing looms together when there is no need, if both your syncro and the gti loom are early electrics, just plug in the required parts.
The loom in the arse end of the car is identical as you have probaly noticed the fuel pumps have there own mini loom going to the fuse box, simply fit that into your fusebox and put the required relays in place, you can also pull all the carb related wiring and drop the digifant engine loom in and plug straight in.
Lots (comparatively) done this evening – photos here: http://diamondhell.com/component/option,com_rsgallery2/Itemid,29/page,inline/catid,22/id,692/limit,1/limitstart,0/
More explanation and discussion tomorrow [
]Let me guess – it’s a silver shell and it comes with a number of boxes of bits….
Worth about scrap weight, isn’t it? A shell, with no MOT and no fitted engine or transmission.
If you want a 3 door then you should head over to Germany and find yourself a G60 Syncro – it might be LHD, but hey it’s got another 70bhp over what anything bar the Rallye had in the UK.
G60 Limited…… good luck with that – they DO come up, just not often or cheap!
Country – seem to be holding their value unreasonably well in Germany. There’s at least a couple of TDI conversions knocking about in the UK – diesel – what an appropriate fuel for such a tractor-like vehicle
