Okay, I finally received my copy in the mail that I paid $35 for, and now I find one listed on eBay (dammit!). I didn't ask the seller, but the listing does say 1972, so I assume that this is the 4th edition.
http://cgi.ebay.ca/1972-Volkswagen-Fuel ... dZViewItem
Now if I could just get my mitts on an EFAW 228........
Good luck!
Travis
Elfrink Manual listed
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raygreenwood
- Posts: 11912
- Joined: Wed Jan 22, 2003 12:01 am
Its not necessary at all. A simple digital VOM....does better. The only extra benefit of teh EFAW 228 is that it will diagnose wether there is an internal fault on the ECU. That meaning wether one parameter or another is no longer functioning to spec. But...just checking resistance of teh ECU and its circuits generally tells you the same thing. The MPS, CHT, triggers, ambient air temp sensor, fuel pump and all wiring can be totally checked with a digital meter in about an hour. Get one with an inductance meter and you can also check/bench adjust the MPS.
The problems the factory test equipment had...was that it could tell you when a component is malfunctioing due an electrical fault (high, low or no resistance)....but could NOT tell you why the system would not run properly when all of the electrical componets were up to spec. This is because there was no way to check interaction of the vacuum signature or engine hardware components and cross match them.
In short...the ssystem could be perfect....but if the MPS wa maladjusted...or if your vacuum signature was incorrect due to wear, poor valve adjustment...or even a dirty air cleaner....it had no way of telling you or diagnosing it.
But Iwould like to have a factory tester just for the fun of it.
In general, after about 50-70k miles, teh EFI wiring harnes no longer had the integrity to use the factory tester with any accuracy. Ray
The problems the factory test equipment had...was that it could tell you when a component is malfunctioing due an electrical fault (high, low or no resistance)....but could NOT tell you why the system would not run properly when all of the electrical componets were up to spec. This is because there was no way to check interaction of the vacuum signature or engine hardware components and cross match them.
In short...the ssystem could be perfect....but if the MPS wa maladjusted...or if your vacuum signature was incorrect due to wear, poor valve adjustment...or even a dirty air cleaner....it had no way of telling you or diagnosing it.
But Iwould like to have a factory tester just for the fun of it.
In general, after about 50-70k miles, teh EFI wiring harnes no longer had the integrity to use the factory tester with any accuracy. Ray
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SureFit Travis
- Posts: 168
- Joined: Thu Mar 23, 2006 10:23 pm
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raygreenwood
- Posts: 11912
- Joined: Wed Jan 22, 2003 12:01 am
You did quite well to get the Henry Elfrink manual. Overall....it is one of the most useful and clear manuals on D-jet.
None of the manuals really get into any adjustments of the MPS. Very few of them go so far into the testing of the components ...with very clear and CORRECT drawings as Elfrinks book.
The thing to remember about D-jet is this....23 wires. 75% of all of your problems will be in the wires and connectors. Roughly 20% of your problems will be in the vacuum and hosing systems. Only about 5% will be component related.
All of the components can be tested for basic soundness with a volt meter. If they have correct resistance are clean and hold vacuum....you are generally good to go. The ECU's....rarely have issues.
But I do agree...if I could find the test unit for cheap....working...it would be fun to have just for collectors sake.
Ray
None of the manuals really get into any adjustments of the MPS. Very few of them go so far into the testing of the components ...with very clear and CORRECT drawings as Elfrinks book.
The thing to remember about D-jet is this....23 wires. 75% of all of your problems will be in the wires and connectors. Roughly 20% of your problems will be in the vacuum and hosing systems. Only about 5% will be component related.
All of the components can be tested for basic soundness with a volt meter. If they have correct resistance are clean and hold vacuum....you are generally good to go. The ECU's....rarely have issues.
But I do agree...if I could find the test unit for cheap....working...it would be fun to have just for collectors sake.
Ray-
albert
- Posts: 834
- Joined: Mon Mar 22, 2004 2:08 pm
elfring manual
hey, ray you forget the ,,,paul b. anders ,,, information on the web , for d and L , cpu, this guy geeve very good information , yes he geeve for the spécialist in électrnic only many configuration on c,pu, but for a non spécialist he has very good information for to test many parts on the injection with ,,,vtohm m,,, alb.
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raygreenwood
- Posts: 11912
- Joined: Wed Jan 22, 2003 12:01 am
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albert
- Posts: 834
- Joined: Mon Mar 22, 2004 2:08 pm
elfrink book
hey vonkr,??? adress you want ,4-5 , for the ,,,d,,,or L,,, d,t, forget you have the same injection for citroen french car and mercedez for the same year 68-73 and this information are good to for the 412 ,,, alb.
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SureFit Travis
- Posts: 168
- Joined: Thu Mar 23, 2006 10:23 pm
Hey Vonkr,
I believe you were referring to Brad Ander's site. The address is:
http://members.rennlist.com/pbanders/
Lotsa good info there!
Travis
I believe you were referring to Brad Ander's site. The address is:
http://members.rennlist.com/pbanders/
Lotsa good info there!
Travis
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albert
- Posts: 834
- Joined: Mon Mar 22, 2004 2:08 pm
elfrink manual
yes travis we look in the same book ,,, plus look in the ,,,pellican 914 parts ,,,, they have good info. there ,,,,plus ,,,,type3&4 ,,, web site full info.to,,, plus tuna can (thom slider page ) plus,,, bus depot,,, plus ,,,type2.com/library,,,,or www.type2.com bartnik/afm.htm,,,very good for injection,, L ,,, + ,,, vintagebus_com.wiring Diagrams.htm ,,,+try that to ,,,,,www.conservatory.com/vw/manuals,,,,80 page for tech. information ,,, ok i thing you have what it is nécessaire for you ,,,i have 5-6 of more ,,,alb.