Pierburg carburettor repair





The repair / refurbishment facility for your 2E2 Pierburg carburettors as fitted to the 1600 and 1800 CL, GL, Driver and some Ryder manual transmission  versions of the MK2 Golf, Scirocco, Jetta and Caddy.

Additionally, the same applies to the various 2E3 units as fitted to the 1300 Golf , the 1900 DG engined Transporters T25 (T3 ) and the LT 2.4


The following text is generally directed towards the 2E2  but, whilst completely different in operation the principles within the repair operation are the same

The background 

We have been refurbishing Mk2 Golfs for over 22 years and this facility is offered for 2E2 carburettor units in the knowledge that some otherwise excellent vehicles are being scrapped just for the want of a repair that few Garages can undertake. The Pierburg 2E2 is an extremely good carburettor fitted to the Volkswagen range of 1600 and 1800cc engines between the years 1984 and 1992. There are 28 different engine    codes and transmission within these years, each having different characteristics and, therefore, different requirements from the carburettor. The Pierburg carburettors are individually matched to that of the engine and there are, therefore, 28 different versions of 2E2 Pierburg to suit the different engine code and transmission set –up


 The following is a brief outline of what the carburettor should achieve:   

The basic unit incorporates a sophisticated design using 5 separate items to accommodate the automatic choke facility, which together with the specific settings particular to each engine code, allows for smooth starting and running at all differing ambient and engine temperatures. For the 1600/1800 set-up, the correct cold starting operation on these carburettors is, firstly, a speed of 2000rpm. This will be for up to 10 seconds depending on the ambient temperature, and the speed should then drop instantly to 1500-1600rpm which will then progressively reduce to 750 or 900 rpm, depending on the model, as the water temperature increases. During these 3 phases there should be a smooth tick-over and no hesitation on acceleration. Fuel consumption, overall, for the 1600 should be 37mpg, whilst the 1800 should return 35 mpg.

The repair details

For standard repair/re-furbished carburettors, each unit is completely stripped down and rebuilt with each part tested to meet the original specification and refurbished or replaced throughout. During the rebuild, the carburettors are subjected to over 100 checks and adjustments, typically as set out within the list below, such that all functions work correctly.  

 Each unit is run comprehensively on quality test engines and as such set-up to operate as they should throughout the cold starting, warming up and hot running condition. The carburettor is finally road tested from cold as a confirmation of the units behaviour in a real environment . 

NB and a very important addition: The total rectification of a carburettor such that it performs in exactly the manner that it should can be a difficult and very time consuming operation.It is not something to undertake in a casual manner. I take the repair of your carburettor seriously and choose to take only one line with regard to the rectification of the unit. Therefore, THE CARBURETTOR WILL NOT BE FORWARDED UNTIL IT PERFORMS ABSOLUTELY CORRECTLY UNDER TEST. The carburettor needs to perform 100% before despatch. and this requirement does mean that scheduled dates for return of a unit can be delayed. You need to be aware of this fact. 

For the 'Repair' option, concentration is on the correct working of the carburettor and  the external appearance of the carburettor is not considered as the priority. Apart from a thorough chemical clean the externals are left in the condition in which the carburettor is received and this should be understood as the difference to the 'Re-conditioned' units referred to later 


THE REPAIR OPTION  for the 2E3 is from  £235 whilst the 2E2 is from  £395   both + P&P via Courier 24hr  @ £20.00 to cover the FULL insurance value


IMPORTANT :- It is necessary that the essential following information is made available prior to purchase of this  offer. 

 The registration number of your vehicle

 The full VW number of carburettor (usually on the top LHS)  e.g. 027 129 015G 7 088

 Existing carburettor running condition of revs and smoothness at  :-

 a) initial start from cold

 b) warming up

 c) hot idle

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 AS AN ADDITIONAL OPTION  RE-CONDITIONED CARBURETTORS CAN BE SUPPLIED ON AN EXCHANGE BASIS. 

On these units all metalwork is re-finished in order to provide an enhanced and additionally protected appearance, and as shown in the last  photograph.  For this option the cost is an additional £60 and with a surcharge amount that is returned in full on satisfactory receipt of the replaced carburettor.

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LIMITED PERIOD OFFER

 For the T25, re-conditioned units are to be supplied with a majority of NEW parts rather than with restored used parts.  

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The information below provides a very brief  insight into what is provided within BOTH the 'Repaired' carburettor units and the 'Re-conditioned' units   

  For Pierburg carburettors   with   Manual transmission                                                                  

3-point unit piston shut-off position      mm

 3-point unit piston idle position             mm

 3-point unit Vacuum                           mmHg
 Internal cleanse 
 External cleanse 
 Jet stage 1 and 2  
 Jet cleanse 1 and 2 
 Air correction jet 
 Idle jet 
 Air mixture jet cleanse 
 Air mixture screw & holder cleanse 
 Air mixture jet seal 
 Float height mm
 Float valve closure 
 Float weight   gms
 Wax-stat pushrod movement 
 Waxstat internal cleanse 
 Waxstat internal setting   mm
 Waxstat protrusion 30Nm at 20degC        mm
 Wax-stat operation on warm-up 
 Fast idle setting- waxstat cam 8.15mm insert 
 Stage 1 throttle plate movement 
 Stage 1 throttle plate setting                     mm
 Stage 2 throttle plate movement 
 Stage 2 throttle plate setting                     mm
 Stage 2 lock levers setting 'a'                   mm
 Stage 2 lock levers setting 'b'                   mm
 Choke shaft rotation 
 Needle valve 
 Enrichment valve cleanse 
 Enrichment valve diaphragms 
 Enrichment valve spring 
 Accelerator pump jet 
 Accelerator pump jet diaphragm 
 Accelerator pump jet valves and spring 
 Accelerator pump jet cleanse 

 




Accelerator pump output                     cc
 Main gasket condition 
 Channel heater cable insulation 
 Channel heater resistance                   ohms
 Thermo time valve resistance             ohms
 Thermo time valve below 15deg C     mmHg
 Thermo time valve above 15deg C     mm Hg
 Solenoid valve electrical operation 
 Vacuum reading sol. valve 0 volts     mmHg
 Vacuum reading sol. valve 12 volts   mmHg
 Stop end hose condition 
 Vacuum hose condition 
 Pull down unit vacuum                        mmHg
 Pull down unit Stage 1 setting            mm
 Pull down unit Stage 2 setting            mm
 De-choke                                                mm
 Choke electrical resistance                  ohms
 Choke electrical operation 
 Choke water flow 
 Nominal fast idle rpm
 Hot idle speed rpm
 Fast idle speed rpm
 Temperature sender @70degC           ohms
 CO reading @ idle % vol ppm
 Water leaks  
 Final test from cold 

 Road test to include tests on 
  1)  smooth and correct tick-over at cold at start

  2)  smooth and correct acceleration in all gears irrespective of temperature

  3)  smooth deceleration in 3rd and 2nd gears

  4)  return to correct idle at hot on sudden braking to a stop

  5)  smooth running of vehicle in 4th gear at 25mph and with no falter or lurch forward

  6)  smooth and correct tick-over at hot idle on conclusion of test