Euro car dying at deceleration, why?

Do you mean completely dying, shutting off - like when coming to a hard stop?

 

Having that (new) problem occasionally, also. I havent tracked down the cause yet.

 

Was it idling really rough then engine died?

 

It’s also possible that you could have some kind of vacuum leak somewhere but if not, then maybe yes the fuel/air mixture might fix the problem.

 

Throw some redex in the fuel tank, make sure tank is less than 1/4 full. My injection mondial did this coming up to halt signs.

 

Just speculation but I wouldn't expect it to be a rich/lean condone per se. There must be some sort of "control" in the KJet system that addresses throttle lift-off. In the old days carburetors typically had 'dashpots' which automatically slowed the throttle closing when you abruptly took your foot off the gas, preventing it from stalling under those conditions. Seems like analog FI systems like the KJet would have to have some sort of similar "device" or controller that serves the same function though I don't know enough about the Kjet to know how that is done.

 

My 96 Porsche 993 Did this at one point. Been so long ago, Can’t remember what the issue was but it wasn’t lean/rich mixture with it. Vaguely remember relay ? or Signal?
Come off the interstate and start to upshft as I approached the stoplight, would just quit ,turn the key and it would immediately fire right back up and run fine.

 

I would check the throttle body to see if it's clean. Clogged sputtering injector(s), Check mixture. Stall could be either rich or lean condition.

Then go to the basics: Fuel pressues correct. Ignition working correctly; plugs, wires, extenders, cap, rotor all good.

 

Sure you are not mixing the "euro" engine (That did not change for its whole production line, as far as I know) and the "swiss engine", appeared in 1987, which has catalysator and KE-3 jet? (there are three engine variants for the 328: euro engine (no cat); US engine (catalysed), engine type F-105/040 and swiss engine, catalysed, KE-3, engine type F-105/046, appeared mid 1987)

Rgds

 

Fine, probably 1985, as there was no 1984 3,2 litre engine.
What I was trying to say was rather: is your litterature corresponding to that engine model? I had in mind that the only extensive documentation produced about the K-Jet by Ferrari was only for the KE-Jet, i.e, for the "046" engine, as far as I know (?)

Rgds

 

Since it's in the US, just how "euro" is it? Never modified at all, modified to US legal, modified to US legal and then remodified back, etc.?

The closest thing to a euro 308QV is a 1983 US version 308QV, but they have a significant ignition system map difference (see pages D4 and D5 in the 281/83 Modial8/QV WSM):

Euro 308QV = K-Jet without Lambda, no throttle microswitch, no VLV, Digiplex MED803A (that has a lot of advance at low RPM)

1983 US 308QV = K-Jet without Lambda, no throttle microswitch, has VLV, Digiplex 805A (that is much more retarded at low RPM)

What Digiplex units are on it? You might also just put a timing light on cyl #1 and #5 to confirm the warm idle timing with the Digiplex vacuum line removed (14 deg BTDC for MED 803A and 6 deg BTDC for MED 805A) and with the vacuum line connected (10 deg BTDC for MED 803A and 3 deg ATDC for MED 805A) just to ensure each vacuum LVDT on each Digiplex is quasi-working (i.e., with the vacuum line connected the warm idle RPM is X; with the vacuum line removed, the RPM increases above X).

 

Ah, I was just wondering how long we would have to wait until the sorcerer of these matters would appear...I shall remain silent now.

Rgds

 

When mine did this, it was the vacuum hose just that runs into the plenum. It was cracked.

 

What Digiplex ignition ECUs are installed?

 

Then that seems the correct configuration for a euro 308QV (K-Jet without Lambda, no throttle microswitch, no VLV, Digiplex MED803A) so you must have some other issue. If you unplug the vacuum line from each MED 803A (one at a time) does the warm idle speed increase and the timing for that bank advance?