Fiat Engine 125p 1500: Carburetor Connection Queries - Hose, Connector 1, and Throttle Cable Side

I warmly welcome.
Well, I have an engine from a Fiat 125p 1500 which is in fairly good condition, but I have a problem with connecting the carburetor because I do not know what the following connectors are for. In this regard, I have a few questions.

1. The photo below shows the bottom of the carburetor. A piston is mounted in the intake manifold and a hose is connected to this piston, which I do not know where to connect. Connect to fuel or to air filter housing?
And where to connect "connector 1" and what is it for?


2. The photo below shows the carburetor from the throttle cable side. There is no actuator responsible for the suction, which was broken when dismantling the engine. Can sealing this hole with a metal plate with a rubber washer affect the negative operation of the engine?


3. Below, the pump is factory mounted in polonezes with 3 nozzles. What should the third one connect to? Is it advisable to blind him (I'd rather not)?


4. Is a coil with numbering like the photos below good for breaker based ignition? Being at the vehicle disassembly station, I received information that there are 3 types of coils, I took the one with a darker head because I remember that the one with the lighter one was mounted in a Polonez with electronic ignition.


I am very sorry if my questions seem funny to some, but when it comes to carburettors, I am weak at this and I prefer to ask professionals before I do something wrong.
Regards, Michał.

Hello .
The coil is for a camera with ordinary plastic plates, not for electronic ignition.
Question 3
The third hose is to return the fuel to the tank.
Question 2
The broken off piece by the choke lever is used to attach the choke cable, and more precisely its armor.
Question 1
Port 1 served (maybe I am wrong) it was connected with a vacuum regulator in the ignition apparatus.
On the other hand, 2 was pressed by a lever in the carburetor at full throttle, but what it was connected to is already forgotten.

nikusert wrote:

On the other hand, 2 was pressed by a lever in the carburetor at full throttle, but what it was connected to is already forgotten.

Reading various types of carburetor designs in a similar carburetor used in newer (or older) polonaises, such a piston was on the carburetor and was used (as I read) for venting the crankcase, but nowhere on the engine is there such a small connection to connect it. When the throttle is fully open, the piston is pressed down and thus the hole is plugged (closed). Any ideas on what it could be used for and where to connect it?

nikusert wrote:

Port 1 served (maybe I am wrong) it was connected with a vacuum regulator in the ignition apparatus.

So I also suspected it was for the vacuum ignition angle advance regulator.

nikusert wrote:

The broken off piece by the choke lever is used to attach the choke cable, and more precisely its armor.

And I will not agree here. In some photos you can see that in this place, exactly under these screws, the idle actuator is bolted (it opens the second throttle after adding more throttle (understood when 1 throttle is fully open). I agree. Is this actuator needed for proper operation? The hole can be plugged? As for the attachment to the cable and the suction device itself, this lever is set to the "choke" position and does not think to twitch. Is there any way to fix this fault?

nikusert wrote:

The coil is for a camera with ordinary plastic plates, not for electronic ignition.

In the ignition device I have a finger with a resistor inside which visually looks a bit worn. Can I mount a polonaise finger without a resistor? I will not burn the coil this way? After all, this resistor is for something

Reply to point 2;
There is no actuator there, but as I mentioned a bracket with a hole (such a sleeve) through which the cable passes, but the armor of the cable stops. The lever next to it must move, because this is how the engine suction is activated. If you unscrew these two screws, you will see it. a notch that raises or lowers the suction plunger It is best to dismantle the carburetor and rinse it with nitro to remove any deposits. You can install your finger without a resistor. Sometimes the resistor was damaged and there was no spark. with a resistor, the dome burned out less, I would have blinded the output with the plunger.

nikusert wrote:

Reply to point 2;
There is no actuator there, only, as I mentioned, a bracket with a hole (such a sleeve) through which the cable passes, but the cable armor stops.

I mean, as in the photo, you can see such a lid with a stick sticking out at the bottom. You can also see a hole through which the cable armor passes (it rests in the middle).

Throw away the old stuff, look for a carburetor with a mechanically operated second-pass throttle - marked 34DCHD, or from a Polonez - S2C with a ZHS valve. The one you present was assembled until 1983 - the oldest type, the most fuel-consuming.
The stub pipe 1 was connected to the vacuum ignition regulator, the stub pipe to a thin tube under the air filter, the pump was not the right one - from the newer version, the excess fuel returned to the tank - this is what the 3rd connector was for.

robokop wrote:

Throw out this old stuff

The old one takes a long time and the new one will fall apart before it leaves the salon
My carburetor looks exactly like the one pictured below. Photo borrowed from google, but if necessary, I can give a real photo. By typing the phrase "34DCHD" in google graphics, just such carburetors pop up as I have. By the way, to confirm or refute what I am writing, where to find the markings on such a carburetor? How do you know which 34DCHD is?

robokop wrote:

a connection for a thin tube odmy under the air filter

Are you talking about this plunger spigot?

robokop wrote:

you have the wrong pump - from the newer version, the excess fuel is returned to the tank - this is what the 3rd stub was for.

I agree with you that it is inappropriate because it is a polonaise. But on the internet, when I was browsing, I saw such pumps in Fiat 125p and they worked normally, but the 3rd end was connected directly to the tank (return to the tank - transfer).

LENIWIEC_PL wrote:

By typing the phrase "34DCHD" in google graphics, just such carburetors pop up as I have. By the way, to confirm or refute what I am writing, where to find the markings on such a carburetor? How do you know which 34DCHD is?

My mistake, it is actually 34DCHD - and I mean 34DCMP.

LENIWIEC_PL wrote:

The old one takes a long time and the new one will fall apart before it leaves the salon

Don't be surprised. Where do you get the repair kit for it, especially the 2nd passage opening vacuum diaphragm?

LENIWIEC_PL wrote:

Are you talking about this plunger spigot?

Yes, it's a condensate suction from the separator.

LENIWIEC_PL wrote:

I agree with you that it is inappropriate because it is a polonaise. But on the internet, when I was browsing, I saw such pumps in Fiat 125p and they worked normally, but the 3rd end was connected directly to the tank (return to the tank - transfer).

They worked, and why not - you only need to plug this additional connector or add a return cable to the tank. Pumps fit from Lada.

robokop wrote:

My mistake, it is actually 34DCHD - and I mean 34DCMP.

I do not know how inside because I have never had the latter in my hand, but visually in the pictures, the only difference I can see between them is the lack of this actuator, the attached overflow at the float and a different location of some elements and that's it. The big difference can be seen between the 34DCHD carburetor and the 34S2C carburetor in which even the shape is changed to more ovoid.

robokop wrote:

Don't be surprised. Where do you get the repair kit for it, especially the 2nd passage opening vacuum diaphragm?

The whole set is to work in the tractor itself, so we'll see how it works. The tractor is supposed to be for small works, such as transporting something, leveling it, removing snow, so high fuel consumption does not bother you here, if you take into account the armor of these engines. If something starts to fall on this carburetor, then I will use the 34S2C carburetor which seems to be the most optimal and inexpensive because you can buy it for PLN 80.

robokop wrote:

They worked, and why not - you only need to plug this additional connector or add a return cable to the tank. Pumps fit from Lada.

Carburettors probably too - that's what I heard.

What, gentlemen, do with the crankcase ventilation? In newer engines I do not see such an application, and here we have a thick steel tube from the oil pan to ... "check valve?" and then the rubber tube that led to what was most likely the air filter housing. Can it be blinded? Why wasn't such a thing used in newer engines, for example the Polonaise?

LENIWIEC_PL wrote:

taking into account the armor of these engines

What? The 115C engine is nothing but rubbish, with a wear-and-tear camshaft and quickly falling shaft bushings, fuel consuming, oil-consuming and tragically not resistant to overheating - any boiling would result in a quick and devastating deflection of the shaft supports.

LENIWIEC_PL wrote:

34S2C carburetor which seems to be the most optimal and inexpensive

Much less fuel consumption goes to it.

LENIWIEC_PL wrote:

Why wasn't such a thing used in newer engines, for example the Polonaise?

Because otherwise the pneumothorax was constructed - it was in the valve cap instead of a repeller in the block. The vapor suction was also done with a thick pipe, the condensate was separated directly in the ejector in the lid.

Hello: LENIWIEC_PL
Do you have everything connected?
I also do not know where to connect the connector 2 under the valve in the intake manifold.

best regards

Welcome.
I have blinded the port number 2 at my place.

Install an engine from a type of Sa type after repair, all problems with repairs will fall off. In the 80s I designed and made a microtractor on S 231 on Lublin 51 subassemblies because I received 2 Lublin free of charge and they were completely repaired because someone came to the conclusion that they eat too much Relatively, it was a short structure, because the drive from the gearbox to the rear axle was made of two forged ends of the Cardan shaft. The tractor's mask was the hood of the C330