2.2 mtr swap...what did they do with the CSV circuit???

maze · 11-12-2006, 05:51 PM

I have a 1972 911T that had its motor swapped in 1983 by P.O. It is MFI equipped.
I have been having cold start problems. Hard to start, and wont take any gas. I read the Pelican board and the warm up pipes are all in place. I cleaned the thermal regulator thing, and went to check the Thermo Time Switch function.
It not there! The CSV seems to be in place with all the hoses, wires etc, but the TTS hole on the chain cover is plugged with a brass bolt.
The motor was swapped in California maybe its not a problem there, but up here in Michigan...I need some enrichment to get it going in the morning.

Any idea what the thinking was on this one?
Also it has the 2.4 MFI fitted, any issues with using that on a 2.2L?

Finally, somewhere it lost its CDI ignition and has a dissy that doesnt have a vacuum attachment....does this cause problems with this motor and MFI?

Thanks for your thoughts on this one.
Maze

Jim727 · 11-13-2006, 10:41 AM

Puzzled.

1) '72 was a 2.4L, 2.2L was only on '70 and '71.
2) Can't tell for sure, but your dizzy looks like a Marelli??? has been a while since I've seen one. If so, it had no vac. advance - all mechanical. The 2.2MFI was only on the E and S, don't think they had Marelli dizzies.
3) Are you sure it's a 2.4 MFI? Dunno about the calibration differences, but it seems odd.
4) I understand you can set the cold start enrichment up to be manually operated.

I think I would take it to someone who really understands MFI and get it set up right if only to provide you with a baseline and know what you're dealing with. There's good info on the board about how to get MFI working correctly and the advice seems to consistently be to work from the basics up instead of going straight to the fuel injection. Search will help you there.

maze · 11-13-2006, 11:24 AM

Hi Jim,
I was also confused, but the paperwork indicates the motor was swapped some years ago. It is indeed supposed to be a 2.4 but got a 2.2 instead. Looks like they just used the same MFI and bolted it on.
Correct, the dissy that is fitted does not have a vacuum advance mechanism. Question is, does it need one?

Ill check around the dash for a manual button or something to see if the CSV is set up with a manual switch...good idea...thanks.

Maze

Zeke · 11-13-2006, 11:30 AM

2.2 and 2.4 dizzys are not interchangeable, so you will be able to tell what case you have right there. Check the serial and type nos. on the case. It might be a 2.2, and they had no vac advance. I don't think this had anything to do with the MFI. But, the 2.4 MFI is indeed different in many respects. Whether a 2.4 T MFI would work on a 2.2 is hard to say. I'd check the numbers on the MFI pump, too.

The way to overcome your immediate problem is to manually operate the CSC with a button. Easy to do and there's a lot of threads here on that.

Look for a thread having to do with the "ultimate MFI resource" in the search. Happy reading. Bring your lunch.

Jim727 · 11-13-2006, 11:35 AM

If it's a 2.2 then I don't think vac. advance was on any of the distributors. Is yours a Marelli?? Marelli's were on the Zenith carb 911T, I think all the MFI E and S cars had Bosch mechanical advance. The Marelli has a connector for the idle overrun enrichment, iirc, whereas Bosch does not.

I know I'm harping on the dizzy, but there's some odd looking stuff there, and an accurate inventory is a good place to start.

Grady Clay · 11-15-2006, 08:06 AM

maze,

You clearly have a 2.2 (or possibly earlier) crankcase based on the distributor clamp. What are the engine number and type number?

Yes, that is a Marelli distributor S 112 BX for a 2.2 and only came on the 2.2 911T. The 2.2 911E&S used Bosch distributors 0 231 159 006 & 0 231 159 007. There is a Marelli distributor used on the 2.4 but it won’t mount to this crankcase.

The “Thermo-Time Temperature Switch” for the MFI cold start is not located on the left chain cover but is on the breather plate on top of the crankcase. The engine has the updated chain tensioners that require this later cover to accommodate the oil pressure pipe for the tensioners.

To get this sorted out, three initial things you should do are to post the Bosch numbers off the MFI pump. The second is to adjust the #1 & #4 intake valves and then measure the cam timing. The third is to look down the #4 intake stack with WOT and confirm that the intake stack, throttle body and head port are matched ID. If there is any chance of mis-matched parts you will chase the running issues forever.

An easy electrical test for your cold start solenoid function is to add a test light to the circuit so you can see if it gets power when first cranked cold.

It sounds like you have three issues:
1) Finding out exactly what you have.
2) Getting everything in proper working condition.
3) Carefully adjusting the systems.
The CMA document and the great amount here on Pelican will be of great help.

A used 2.4T core shouldn’t be too hard to find if you want to return to original.

Best,
Grady

maze · 11-19-2006, 07:23 PM

HI Folks,
Thanks to all for your generous feedback to my posts.
I had a chance to track down the cold start issues. I first located the TTS just where Grady said it would be (thank you again Grady)
I discovered that the cold start relay was not working properly and once replaced the CSV functioned properly and the car started up nicely from cold.

I did check the engine numbers as follows;
s/n 6210034
case: 911/04

The MFI has a Bosch tag affixed with the following numbers
22708840
0408 126 015

I haven't had a chance to check the cam timing but will do as I find time to work on this again. Ill keep you posted.

Thanks again.
Maze