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Jonny Retrofit

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Jonny Retrofit last won the day on November 6 2020

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  1. It's a common misconception that the tachos are 'driven' from a voltage signal. The opposite is true, the tacho input pin is pulled up to a voltage and the points or the CDI box GROUNDs it to create the square wave input. For this reason, the voltage observed depends on the tacho end, not the CDI or points end. It kind of depends on the tacho and the electronics inside it. 8v is fairly common. I would check your alternator/battery voltage as tacho weirdness can indicate a faulty voltage regulator.
  2. On a full kit, there would be no reason to retain the original AC fan control as there is no longer a separate fan for AC. Our AC unit integrates Ac and fresh air into a single blower. As per the above, there is no temperature control because the system works to achieve a pre programmed cabin temperature of 21 deg C. You can change this when setting up. On.a half kit, the original evaporator blower is retained and you can retain the AC blower speed knob. The temperature knob would have no function for the same reason as above.
  3. This extra link only appears on 1974 models (must be to do with only having 18 fuse ways). Our built in terminal links replicate the bus bars on the back of the blocks. You can add a wire link or you could nudge the allocation to the left where there are 4 terminals bussed together on out panel. http://forums.pelicanparts.com/porsche-911-technical-forum/170417-fuse-panel-diagram-picture.html
  4. Hi Mark, apart from very early models, Porsche use brass 'ferules' crimped on to the ends of all wires that go to the fuse panel. So, if the wire end is bare, this is either not a standard wire or the wire has been cut. I would carefully review the fuse panel drawing for the '86 to work out what is original and what is not. The headlights will not work unless the panel is secured to the metal bracket. The gold plated mounting hole below the 'H' terminal provides the ground. I trust you found the install manual ok? It covers intermediate terminals and grounding. It is on thi
  5. Repeat the test with your meter at the green wire connector. Then, at the connector on the side of the distributor. You should get the same ohm reading as you a measuring across the sensor in the distributor. Narrow it down. My money would still be on the wiring ‘upstream’. The wiring goes through the 14 way plug on the back of the relay panel. Check and clean contacts. You can splay the pins out a bit for better contact.
  6. Correct, the locking collar is only for the SC and Turbo distributors. Locking an earlier distributor is fairly easy. If you remove the vacuum unit, points, side clips and the 'spade' connector, you can pull out the internals to reveal the weights. I am not sure if all units are the same but on the early ones, there is a rectangular steel plate with the weights beneath. Put the unit in a vice, to stop the gear rotating and turn the centre shaft and watch the weight move. You want to lock the weights so they are fully out. best way is to drill and tap an M4 hole in the steel pla
  7. @Mothy yes, this has come up in discussions a few times. I think the issue might be 'tuning' the knock sensor to the 911 engine and finding a suitable place to install the sensor without having to drill the heads to carry the 964 system. The knock sensor itself does not provide a simple knock / no knock signal. There is electronics involved for the signal conditioning and setting up to the cylinder size etc.
  8. Green LED on top of CDI+ unit should: 1) light up bright for 1 second when ignition turned on 2) flash when cranking.
  9. Next test is remove coil king lead, insert spare spark plug directly into coil top. Ground plug thread with a clip or a jump lead to ground. Crank. Spark?
  10. Tacho sweep on ignition is good - a feature. What coil are you running? And what is the resistance across the two terminals (ignition off, box disconnected)?
  11. @gtgrad CDI 6 pin connections are as follows looking at the PLUG** on the harness with it's two keyway 'ears' at the top A top left: COIL 'A' 15 top middle: 12V 7 top right: Distributor Signal + 31/1 bottom left: COIL '1' (-) TD bottom middle: Tacho Drive 31d bottom right: Distributor Signal - **Note: The sticker on the side of the CDI case shows the CDI SOCKET connections on the unit as you look into the connector. Basic checks CDI box disconnected. At CDI plug on loom with ignition OFF: Check resistance between pins 7 and 31d. Sh
  12. Looks that way if you have a JB distributor but check the spec sheet.
  13. General Info: 3 Pin. Designed for use with 'points'. Used on all road going 911 cars from '69 up to and including Carrera 3.0 6 Pin. Uses a 'variable reluctor' (VR) pickup, sometimes referred to as a 'magnetic pickup'. Fitted to all Turbo cars and SC. 8 Pin boxes are also VR. 3 and 6 Pin units are NOT interchangeable as the input circuit is different. Twin plug: It depends on distributor choice. Most of the aftermarket twin plug distributors (including the JB Racing one) use a VR pickup - the actual pickup sensor part is usually made by MSD or Mallory. So in t
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