Fuel system - Pierburg
Useful links
Carburettor 2e3 refurb kit Part No ZE511 and £33.09 inc delivery or £13 from VW (if you can get it)
Diagrams/exploded views
| Item | Description | Item | Description |
|---|---|---|---|
| 1 | Upper body | 21 | Tamperproof cap |
| 2 | Fuel inlet filter | 22 | Float chamber gasket |
| 3 | Float pin | 23 | Main body |
| 4 | Float | 24 | Part load enrichment valve |
| 5 | Needle valve | 25 | Secondary throttle diaphragm |
| 6 | Idle jet (primary) | 26 | Secondary throttle diaphragm pipe |
| 7 | Accelerator pump valve | 27 | Choke housing |
| 8 | Idle cut-off solenoid | 28 | Bi-metal choke assembly |
| 9 | Idle speed control screw | 29 | Choke flap |
| 10 | Mixture screw | 30 | Choke pull-down diaphragm |
| 11 | Accelerator pump diaphragm | 31 | Choke pull-down diaphragm pipe |
| 13 | Float chamber gasket | 32 | Roll pin |
| 15 | Vapour canister | 33 | Star clip |
| 16 | Fuel hose feed from pump | 35 | Fast idle adjustment screw |
| 18 | Main jet (primary) | 36 | Earth strap |
| 19 | Main jet (secondary) | 37 | Throttle body heater |
Table borrowed from Gower and Lee [1] who can supply most of the parts
Note: If you require the 'choke flap repair unit' (van choke not working, no power at all until it warms up) then the Pierburg part number you need is 4-07301-13 (or possible 4-07301-10 might do). Gower and Lee don't have this in stock but they did have (May 09) 4.07301.09 2EE kits, the spindle is incorrect but I'm sure the plastic cam would fit. Image from Gower & Lee of this part number.
Other cars that use the Pierburg 2e3
Jetting carbs
Aircooled.net (Carbs 102: Basic Jetting Theory and Procedure)
toomanytoys: Using a 1.9DG pierbug on a 2.1 DJ engine
If the truth be known.. it possibly would benefit from running some smaller jets. as the engine should give a bigger vacuum.. in reality the standard jets in a 2E3 work very well and give the same or better than DG mpg (I used to get same mpg but travelling faster) as the cam timing is longer so allows for the charge to get into the engine.
One thing with the DJ is you will have to consider what timing and fuel to use.. UL95 use 5 deg BTDC, or with UL98 you could go a bit higher maybe 8 deg BTDC but I would be a little wary of runnng 10 deg on UL98.. the Fuel Injection has better control over fueling than a carb.. unless anyone has put a lot of miles on a "DJ'd" DG.. I have, but on LPG which is a different kettle of fish..
Air filter.. if an early square type then dont worry, same as in Audi 5 cyl turbo's so flow plenty of air.. but I would make sure you rebiuld the carb before using it and set it up properly. If you can stretch to a rolling road session with someone that knows carbs, then you could fine tune the timing and carb settings/jets, but it will cost you.. but you would know whats going on..
Its a great conversion, lots of usefull torque, without compromising the mpg.. Oh and think about using the oil cooler from the DJ as the extra heat needs to go somewhere, plumb it in to the coolant return from the carb heating.. make sure the cooling system is in good nick and fit a new genuine thermostat (been some problems with some aftermarket ones.)
