On 7/15/05, gary freeman <riven2649@yahoo.com> wrote:
> You're not supposed to, but you can adjust control
> pressure.
Depends on the CPR. On most of the Volvo ones I've seen, there is no
adjustment to be made.
> No one has mentioned that you need a
> special set of fuel guages to check CIS pressures
You don't really. You need a gauge which can read fairly high
pressures (100+ PSI I think). You'll need some somewhat odd (for the
US anyways) fittings, but those are pretty easy to source too. JC
Whitney (in the US) sells a gauge kit to check K-Jet pressure for
about $60. Very much worth it if one plans on doing any work with a
K-Jet car.
> which are not only high pressure, but also have two
> hoses and a valve to open and close so that you can
> check primary and control pressure.
These can be checked on the fuel distributor and CPR directly, no need
for a special gauge.
> You can also check exhaust
> without a CO machine by putting a meter that reads
> frequency on the wire
Right. You want to set your DMM to measure duty cycle. The only real
downside to this is that you're dependent on a properly functioning
oxygen sensor. Using a CO probe is, from what I've heard, the far
more accurate way to do this.
> This is the Lambda Sond part of K-Jetronic.
Yup. Introduced in the 1977 or 1978 California spec Volvo 240.
> This is very nostalgic as it's been along time since
> working on CIS which I always liked as it was simple
> and clever, reliable as long as you kept your fuel
> clean, had only two moving parts; but it wasn't
> accurate enough to contend with ever tightening
> emmision standards and CAFE standards.
Quite frankly, I loathe K-Jetronic (Volvo co-opeted the acronym CIS
for their Constant Idle System, so I like to use K-Jet to avoid
confusing myself).
The moving parts are quite Rube Goldberg like. It's not very robust
(irregular fuel pressure and vacuum leaks will cause any number of
problems), and it chokes the power out of the motors. Volvo lost a
few HP going from D-Jet to K-Jet on their 140 models, and I remember
reading about some of the high perfo Euro makes (Porsche, Lamo,
Ferrari, etc) putting out really detuned cars w/ K-Jet (and blaming it
on fuel injection in general, or smog requirements). Simply put the
K-Jet air flow metering device is a big restriction in the intake
path.
Check out some of the later CPRs used to meet smog requirements. Dual
heating elements, altitude compensation, check valves, the works.
It's nuts. What would simply require some retweaked firmware with an
EFI system, requires lots of fiddly contraptions with K-Jet. The
contraptions themselves aren't so unreliable, but because they're run
with hydraulic pressure from the fuel, they do tend to gum up and get
nasty.
LH-Jetronic is where my heart is. Diagnostic tools basically consist
of a more standard fuel pressure gauge (lower pressure), and a cheap
multimeter. It's quite reliable, durable, and (in my experience)
simple to fix. Plus using a hot-wire (or hot film) AMM means that
you've got one less intake restriction.
--
alex
Recommended format for your email subject lines:
Model # [Model Letters] Year Subject
Examples:
505 88 V6 Mileage
405 Mi16 89 Ignition Coil source?
************************************************
To unsubscribe from this list send a blank email message to PEUGEOT-L-UNSUBSCRIBE@EGROUPS.COM
************************************************
Yahoo! Groups Links
<*> To visit your group on the web, go to:
http://groups.yahoo.com/group/peugeot-L/
<*> To unsubscribe from this group, send an email to:
peugeot-L-unsubscribe@yahoogroups.com
<*> Your use of Yahoo! Groups is subject to:
http://docs.yahoo.com/info/terms/
Received on Fri Jul 15 17:04:23 2005
