First of all, I wasn't talking from a performance
standpoint, I was talking from it was fun to work
with. And the special fuel gauges were pretty
necessary for professionals who sometimes had to
switch back and forth between system and control
pressure, and some cars had pretty hard to get to
places where you had to attach the hoses. I pointed
out that it wasn't precise enough to meet modern
standards, and another thing about electronic inj.
is that it makes it easy to incorporate other
systems
such as ignition and even cruise control where you
can use the already existing speed sensor signal;
but it's not always easy to diagnose. Air flow and
air mass meters are notorious for not showing bad
with diagnostic equipment(even proprietary factory
only machines}, yet are the cause of the problem.
There is no adjustment on any CPR, it's just that we
found a trick by tapping in that dowel that's a
structural part of the regulator, that's why I said
you're not supposed to do it. Some customers
couldn't
afford the $70-80 they cost, so we would help them
out.
And there are many times when something electronic
is slightly out of spec yet it still works fine; but
if you're not a dealer where you can swap parts,
then how do you rule it out-it's not in spec!I still
love Weber DCOEs with guillotine throttles; but
they don't equal modern inj.,yet I still think
they're mean looking and fun to fool with. Most of
us car club people are supposed to be enthusiasts,
aren't we? And the new systems take the tinkerer out
of the loop-you can't even change the timing and
those special chips aren't street legal. I know we
need to use electronics to make cars cleaner,more
efficient, and safer; and electronics is one of my
favorite hobbies; but that doesn't mean we can't
enjoy or appreciate what came before. I didn't say
K-Jetronic was better, I said I liked it-that's an
opinion, not scientific certainty.
And at the time, K-Jetronic was an improvement over
pre-existing systems at a more cost effective price.
It sure woke up the XN6 engines in the 505 as
opposed to the same engine in the 504. And Porsche,
Audi, VW, Mercedes, Ferrari, etc. all used it in
different forms for years. Everything in life has
its pros and cons, and different fuel systems are
the same.
- Alex Zepeda <alex.zepeda@gmail.com> wrote:
> 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
>
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Received on Fri Jul 15 20:50:26 2005
