Zanis the SVX subaru 6cyl is also a common swap. Those can make an easy 250 na hp. Plenty of power for a brick. I also think I read vanagons have a close to 50/50 f/r weight distribution. Bad thing is center of gravity is ten feet in the air.
also jetta is stranded @ my parents house off cape thanks to both the front coil perchs ****ing freezing.
WTF!! Chris we moved them all of 4 months ago, and that one rear one that was a bitch moved fine, go figure.
so waiting to hear back from AWE to see if they can expedite me some new perches and ill cut off the old m'fers
I haven't posted anything in a while (), but I guess I'll share my goings on. I sent my throttle body off to get rebuilt by BBA Reman. I sent my chip off to C2 Motorsports to get their newest software and it will be sent back with the ProMAF. Between the two (more 3) I'm hoping all of my idling/off throttle and over enriching problems go away. Also, I just made an impulse buy of a new H&R sport cup kit and full suspension urethane bushing kit. Should all be in for Dustoff, if not oh well!
Club Grim Water: Cape Cod GTG
I am LOVING my E-codes, so glad I relayed them! They are so fricking BRIGHT! Saw lots of dubs on my trip to Manchester, a fox wagon, mk2's, dumped mk4's.
Was getting gas and the dude next to me freaked when he saw me putting diesel in, was like "Hey man that's diesel fuel!" I was like "oh man really?"
so does anyone want a 1.8 16v head? wouldn't mind getting rid of it and need some cash took some pics of it, starting here and to the right:
Last edited by AudiGoBlahp; 04-10-2012 at 09:09 PM.
well got AWE to 3 day me new coil perches, i know what i'm doing this weekend.
Also go new e-brake cables so i can park on the track and not take out people. providing work gives me the day off, still working at the moment
and got 20mil rear spacers and bolts, and new hub centric rings which i think may have been the cause of my rear tires scalloping.
AND got a new euro grill ready to go on
woot. busy weekend coming up.
Got some work done on my Votex 4-spokes. Touched up all the rough spots and now plan putting some of that steel epoxy on the curbed areas and sand it down before painting them up. Or maybe I should take them down to metal and get them powder coated?
Couldn't help but share this here! Wish I never said anything bad about CIS!
Originally Posted by Joester
why does it seem as though the general consensus is that CIS sucks?
Because the general public is stupid. People tend to hate on things they do not understand.
CIS (or the Bosch term K-jetronic, K standing for the German word Kontinuous) works on a simple hydromechanical means. Basically like a good old fashioned automatic transmission, where throttle pressure and governor pressure determine shift points, CIS uses control pressure to determine delivery pressure. The earlier systems were totally non-electronic. Then later, an electric fuel pump was installed, which is what most older CIS automotive applications would use (some used two pumps).
Then to fine tune the running mixture, they added an oxygen sensor, a coolant temp sensor, and a duty cycled valve called a frequency solenoid, and a simple controller. The frequency solenoid was controlled by using inputs from the coolant temp sensor and the oxygen sensor. These systems were usually called K-jetronic with Lambda, or just K-Lambda. Lambda is the Greek letter assigned to designate when gasoline/air mixture is at stoichiometric for best combustion. The first car to ever use an oxygen sensor and 3-way catalyst was a Volvo model that was equipped with CIS. They wore a badge on the grill 'lambda-sonde'. This was quickly carried to other car companies, but it was Bosch that first had it. Volkswagen started using K-Lambda in 1981 Rabbits, Sciroccos, and 1982 Quantums.
K-Lambda from an electrical control standpoint was about as complex as a mixture control solenoid in a carburetor... it only really "tweaked" the mixture, and only when the engine was warmed up, and only at lighter loads. But it worked well. An early '80s 1.7L gasser Rabbit with a "3+E" 4sp manual gearbox was not only peppy, it got really good fuel economy nearing 40 MPGs, and ran so clean it needed hardly any other emission control devices at all. No EGR, no air pump (SAI), or other piles of vacuum lines and tubes that so many other cars of the time were cursed with. And when I say peppy, I speak from first-hand experience. They easily would out accelerate my 1995 2.0L Golf and I was lucky to get 30 MPG from that car.
Later versions of CIS added more electronics, primarily the potentiometer on the fuel distributor, that added even more feedback for the ECU. These are usually refered to as CIS-E, or KE-jetronic. There was also some versions that controlled spark as well, KE-motronic. These had knock sensors in the block.
But when the EPA and others started to want not only misfire detection but misfire suppression, that was the end of CIS. While you could detect misfire just as easily, there would be no way to stop fuel delivery to a misfiring cylinder with CIS just like there is no way to do so with a carburetor or throttle body EFI system. Since all the cylinders are fed fuel at the same rate, continuously, through the fuel distributor's mechanism, you cannot simply shut off fuel to one cylinder while the others still got fed. It would have required some extra set of valves, electrically operated, added on to each delivery line. And if you were going to go through all that hassle, may as well just have pulsed injection. Besides, with a modern MAF system and higher pressure systems and multi-hole injectors, fuel atomization is now finally as good as CIS anyways.
But in its day, CIS was da-bomb! Imagine, in 1978, being able to purchase a stock 300hp Porsche 911 turbo when the most powerful Corvette you could buy only was able to make 205hp, and that was with a big V8! That same year, Europe enjoyed a 110hp 1.6L GTI that could get to 60 MPH in 9 seconds and hit 110 MPH! Might not sound that impressive today, but consider that a newer, 4th gen 1.8t Golf GTI takes 8.5 seconds to get there, that early GTI must have seemed like it was from another planet. Probably why the Golf, and the GTI, were home runs for Volkswagen from the very beginning.