<div dir="ltr">I've read most of the posts you have put up since the engine was installed . How are you checking the engine temp? I know these T-4 engines already have a oil filter so I imagine you don't have any sort of add on extra's . In what way does the engine get the cooling air? I've seen a few posts on Samba with ways to make an air intake bellows on a T-4 fit up with a T-3 body for cool air intake and think the thermostat on a T-4 is very different . I don't know what you have or if that's even the issue . I'm just basically tossing thoughts out . I've rebuilt my stock 1600 and never noticed it getting tight when hot. I only have a VDO oil temp gauge to go by . If I recall if did run a bit hotter at first only because the oil light would come on at stops and now the VDO oil pressure sender does not read what it used to and needs a new sender , it's just my way of seeing if anything goes nuts nothing accurate. I would think 900 miles would set the rings . As you know running hot is not the only sign on ring issues. <div><br></div><div> William</div></div><div id="DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2"><br>
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</table><a href="#DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2" width="1" height="1"></a></div><div class="gmail_extra"><br><div class="gmail_quote">On Tue, Jul 31, 2018 at 7:26 PM, Keith Park <span dir="ltr"><<a href="mailto:topnotch@nycap.rr.com" target="_blank">topnotch@nycap.rr.com</a>></span> wrote:<br><blockquote class="gmail_quote" style="margin:0 0 0 .8ex;border-left:1px #ccc solid;padding-left:1ex">Yes, this is the new engine, IF I can figure out why its so tight when it <br>
warms up.<br>
<br>
Keith<br>
<br>
<br>
Topnotch Restorations<br>
<a href="mailto:topnotch@nycap.rr.com">topnotch@nycap.rr.com</a><br>
<a href="http://www.topnotchresto.com" rel="noreferrer" target="_blank">http://www.topnotchresto.com</a><br>
71 Squareback "Hothe"<br>
65 Notchback "El Baja Rojo"<br>
93 RX7 "Redstur"<br>
95 Chrysler Cirrus Lxi "Cirfogsalot"<br>
"hanging out at the tail end of the bell<br>
curve, and loving every minute of it!" <br>
<span class=""><br>
-----Original Message-----<br>
From: <a href="http://type3-vwtype3.org" rel="noreferrer" target="_blank">type3-vwtype3.org</a> [mailto:<a href="mailto:type3-vwtype3.org-bounces@lists.vwtype3.org">type3-vwtype3.org-<wbr>bounces@lists.vwtype3.org</a>]<br>
On Behalf Of William Jahn<br>
Sent: Tuesday, July 31, 2018 10:23 PM<br>
To: <a href="mailto:type3@vwtype3.org">type3@vwtype3.org</a><br>
Subject: Re: [T3] D jet<br>
<br>
I've seen several sites with D-jet info on pressure sensors . To be quite<br>
honest it's a enormous worry if the PS fails if you can get a better<br>
working one that no one has tampered with. If I had the funds and the<br>
desire I would try mega squirt if they have one available for a type 4<br>
engine .<br>
<br>
I have a few issues with my 73 E system , it runs and drives yet it's not<br>
quite right in certain respects. It ran fine in 2009 and all I did was<br>
basic maintenance plugs and oil , fuel hoses filter valve adjust just<br>
normal stuff . after that well who knows . It even had for decades an E<br>
unit MPS yet the ECU was later and Jim pointed out what part numbers I<br>
should have . Got another MPS NOS it was better yet still has this odd no<br>
load idle erratic miss . The only other thing I did was remove the empi J<br>
tubes and put back the Lower heat exchangers have a leak on the right side<br>
HE to empi header . Now if that in itself is the real issue I'll only know<br>
once I fix the leak . I thought you have a tired T-3 1600 in your car . Is<br>
this T-4 engine a change you decided to go with?<br>
<br>
William<br>
<br>
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On Tue, Jul 31, 2018 at 6:19 PM, Keith Park <<a href="mailto:topnotch@nycap.rr.com">topnotch@nycap.rr.com</a>> wrote:<br>
<br>
> found this interesting Djet site today.<br>
><br>
><br>
><br>
> <a href="https://oldtimer.tips/index.php/en/d-jetronic/55-mapsensor" rel="noreferrer" target="_blank">https://oldtimer.tips/index.<wbr>php/en/d-jetronic/55-mapsensor</a><br>
><br>
><br>
><br>
><br>
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