[Dave at Pelican Parts]

The stock 1.8 did not have a manifold pressure sensor. Instead, it has an air flow meter.

OK, first step in any FI diagnostic procedure: always, always, ALWAYS check your ignition system. Make sure you're getting a nice fat healthy spark. Check the timing and dwell, examine your points to see if they are burned, pitted, or worn. I had bad points cause very similar problems.

Vaccuum leaks are a popular source of L-jet (the 1.8's FI) problems. Try checking and/or replacing the fuel injector seals; they're cheap and relatively easy, and they can leak when they get old and hard. Try to check for leaks between the intake runner pipes and the heads. Also check the "manifold boots", which are the short fat hoses between the plenum and the intake runners.

Check the resistance of the head temp sender, which is located near the #3 spark plug. Check somewhat lower and a little forward of there on the sheet metal. The resistance between its connector and ground should be 1500-2500 ohms when cold, and much less (~100?) when warm. Haynes has some values, but I don't remember if they have anything about the "hot" values.

Speaking of Haynes, they actually have a reasonable amount of data on checks you can make to your L-jet FI system. Things like head temp resistance, checking the decel valve, checking the air flow meter, etc. It is worthwhile to read those sections and start testing.

If you order one from Pelican, you help to support this site. Besides, you won't find them that much cheaper anywhere else!

--DD