Great website, lots of no-nonsense info.
From: Anthony Hyde
To: Leo Karnauchow
Subject: K-Jet Basic-discussion
Date: Thursday, 21 August, 1997
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Your Say, comments and suggestions in Fuel Injection Repairs including Trade Tips. |
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Hi Leo,
Nice to chat to you on the phone. Great website, lots of no-nonsense info.
Like I said very popular with Turbobricks
USA guys (Volvo) which I am a founding member.
As your probably aware the B21ET/FT 240 series Volvo turbos (all K-Jet
1981-85) were not imported into Australia, only 740 on. I made my own 240T
with the latest version being a B230FT motor with K-jet, so I'm serious,
technical, and I club-race it 5 times a year. See the K-setup http://www.geocities.com/MotorCity/4242/strut-brac.htm
[ FUEL PRESSURE SETTING] you write (snips) <If you would adjust the system pressure which has a reading of 5.2 bar by a flow of 140 l/h to exactly 5 bar, so your flow would increase from 140 l/h to 152 l/h and this is exactly the right result. SO, the LOWER THE PRESSURE the flow increases. So the higher the pressure, FLOW DECREASES.>
* Please point out this is not the case with a closed system, only in an open situation, where if you open a pipe the fuel will flow out and therefore the pressure will drop, so high flow out and not pressure. To avoid confusion, maybe you could just delete this point or put it somewhere else??
Link to more
explanation of this topic. Return
to table of contents 
Leo, if you can spare the time please read on, you might see the light for me.
I write: To: Turbobricks for K-jet 240 turbo'ers.
I performed a few FI flow checks. Here
are the results with Lpress=82 psi, pump 11V @ 5.1 A: My specially obtained
Bosch..115 fuel distributor has rating spec's say 248cm3/60 sec, 140 L/H.
1. Fuel injector flow = 285cc/min each for Bosch B21ET..020 injectors.
Air sensor plate at max lift height.
2. Return line flow = 2.09 L/min or 125.4 L/Hr (11V @ 5.1 A) (would expect
more at 12V)
3. With 4 injectors at max flow, and, return line = 1.02 L/min. Therefore
47% of fuel is spare capacity sent back to
tank.
4. Road test to check for any drop in mains fuel pressure (gauge on bonnet)
84 psi drops to 82 psi then recovers. AOK. <
Angel Morales wrote in Oct. 96 that his injectors flowed 285 cc/min. (presume
the Bosch..015 injectors).
5. Discussion: Does it mean my expensive 020 injectors have the same max
flow as std 015 injectors?
OK, Leo, as I'm running lean at 10 psi boost @ 4500 rpm on I think I need a 5th injector setup, maybe. Trouble is selecting a pick up point as the electronic injector requires 40 to 60 psi max feed pressure only and I have 80 psi. I have tried picking up off the cold start injector (double banjo) and running through a needle valve, teeing off the injector before going through a spare warm up regulator with return fuel going back into the system. Trouble is when I turn engine off, all your rest pressure is now unrestricted and flows back to the tank. Obviously I'm silly but at least I'm trying.
Any suggestions. Please replay. Will try raising fuel pressure to 90! psi as you suggested to see if more fuel will flow.
Kind regards. Anthony Hyde. Canberra. Return
to table of contents
Our Equipment LB-291/2F is connected in the closed fuel system. The equipment has 2 diverter valves where we can divert fuel of the closed system via a temporally external return fuel line back to the fuel tank. You can measure the relationship between fuel flow and pressure. Also you can take specs from the computer and all sensors to monitor all the actions in the Injector flow meter. You can reveal even electronically abnormality's and de-optimised computer synchronisations very easy. The counter pressure on your fuel distributor can be measured, by temporally altering it with the diverter valve, to find the optimum acceleration point before it is set in the warm up regulator. This makes the car zippy and at the same time gain a better idle when the engine is cold.
To your question of running lean at 10 psi boost @ 4500 rpm. you think you need a 5th. injector setup. Out from your letter, I can picture in my mind your actual unnecessary effort to modify your car with a fifth injector. I can see out of the second Warm up regulator that all your rest pressure will be unrestricted and flow back to the tank. If you have Modified your car, it want be the same and you must continuously modify.
Don't be Dr. FRANKENSTEIN. Lets go back to basics.
Turbo boost 'air,' so boost your Distributor to '90' psi. This will increase the Injector for more fuel discharge to match your air ratio. You problem will be solved.......Guaranteed!
[ Constant Accumulated Pressure in the lower half of the fuel distributor will discharge higher velocity of fuel flow with a better atomising effect from the injectors.]
Keep up the good work !
Regards Leo Karnauchow Return
to table of contents
From: Anthony Hyde
To: Leo Karnauchow
Subject: 90 psi worked
Date: Sunday, 24 August, 1997
Leo,
I have finally succeeded in solving my lean-out K-Jet problem. You suggested I raise my fuel pressure at the turbo model fuel distributor from my existing 84 psi to around 90 psi.
It worked, all LED's on the A/F meter stay lit past 5,500 rpm now - HIP, hip hooray.
Guess I don't have to hassle round with the 5th injector any more.
Like to meet you some day if you in Canberra. Tel. Wk (O2) 62490105
Thank you
Anthony Hyde Return
to table of contents
Thanks
Neville Poonawala
Neville Poonawala
Tel no 91224311800 Cell no 98210 49912 Return
to table of contents
E-Mail - comart@giasbm01.vsnl.net.in
I use this equipment to look deep into the balancing factor of the fuel system and the engine. The chemicals are mandatory to dissolve power robbing elements in the fuel system and in the engine to match a 100% balance between the mechanical elements of the engine components and the fuel system components. In other words " no tools, no fix".
We do not have anyone in India where you
can obtain our products, service or help at this stage. Most information
are on the website in an code accessible area which is only for our LARGE
number of Members and Service Centres. However to find more about in details
about K-Jetronic and other systems with diagrams and "Know How"
, please feel free to Download our learning program, which automatically
installs itself into your computer.
I hope that this will give your some help in
your query but you also welcome to spread the word about in India, as we
are now inviting applicants to become our product importers and Distributors
for INDIA as well in many other country's. (Follow
this shortcut for more information)
Best regards,
Leo Karnauchow
INTER-JECT (Australia) Return
to table of contents
From: Neville Poonawala
To: Leo Karnauchow
Subject: Thanks for the mail
Date: Tuesday, 18 November, 1997 01:37:37
Dear Leo.
Thank you very much for your answer. It is disheartening to know that I
cannot set up a small test bench. But I will go through your learning program
and maybe I can understand the system even better. Your first remote
diagnose on my car is perfectly correct. The exhaust is not an original
one. The centre box is a locally made one, and the rear is original (my
dad picked it up when he was travelling last time). We do not get original
ones here. Mercedes Benz India only supports original parts to the cars
they manufacture and sell here. Please keep my E-mail address in your log
list and let me know if you appoint any dealers in India. If you can think
of a way if I can still build a small test bench let me know. You are the
master mind behind INTER-JECT. So if somebody can do something its you.
Also let me know how I can become a member of your website. I will see if I can remit you the amount in some way. Thanks again for your help.
Neville (Follow this shortcut for links how to be appointed as Distributor in INDIA)
To everyone responsible
for this fuel injection-site: GOOD WORK!
Complement from:
It's,
by far, the best and most informative Internet location dealing with fuel
injection I've seen, and I've spent hours searching to find information
about the subject. I am not sure if you serve amateurs and non-members
of INTER-JECT, but I ask anyway. If you answer I'll be most grateful, but
I understand if you choose not to. I am planning to build a new engine
for my car, a 1982 Ford Capri fitted with a 2,8 l v6 Bosch K-Jetronic engine.
What I want to do is to use a US-built 4,0 l v6 long block, from an Aerostar
or Explorer and fit the camshaft from the German 2,8 l together with a
dual K-Jetronic. I have tree complete systems available, all of them for
the German 2,8 l v6, I have an German Ford Scorpio 1986 intake manifold
which easily can be modified to accept two 55 mm throttle bodies, the K-Jetronic
injectors and cold-start valve(s). With my current limited knowledge I
need some advise if it is possible to make this project work without spending
a fortune on new parts. I don't need a detailed answer, only if you think
this can work and what problems I might experience. I'm also interested
to know if K-Jetronic systems from other engines are more suitable, for
example systems from 2.0-2,3 l engines (Volvo, Audi, Mercedes,...) If you
want to give me any hints they will be most appreciated, also if you know
of a good source of literature about K-Jetronic or fuel injection in general.
Greetings from:)
Hilsen
Svein Arne
Student Svein Arne Hagen Dept.of Aquatic- and environmental technology
Bergen College
Lars Hillesgate 34 5008 Bergen
Norway Return
to table of contents
Sydney, Australia 27-11-1997
Dear Hilsen,
Thankyou for your comment about our INTER-JECT Web Site.
You probably have not seen all the pages and shortcuts
of the whole site as there are trade secrets and shortcuts exclusive only
for INTER-JECT Service Centres.
To your question in respect of modification
of a V 6 Engine to a Dual K-Jetronic operation if it is possible. The
answer is YES!
There are some rules you must totally comply
with to make this work and there are no short cuts at all. If you use 2
Fuel Distributors you must build a dual fuel system totally isolate the
left bank from the right bank of your engine. (Simular as to the dual
EFI BMW 850 V8 engine). Only a Balance air tube between the manifolds
must be fitted to balance the air back pressure to keep the engine smooth
at idle.
You require: 2 separate Manifolds or a internal
split manifold.
2 Fuel Distributors with 6 outlets (2 outlets per injector joined with
the bancho piping)
2 Fuel pumps ( 50 cm apart of each other fitted in one fuel tank, 2 Accumulators,
2 Fuel filters,
2 Control pressure regulators, 2 return lines, 2 supply lines, 2 Cold start
injectors virtually every thing must be in Dual form to make this work.
The pressure setting must be lowered to 450
Kpa or 4.5 Bar on both distributors. This is when you use this as a dual
System. If you have no split manifold than a single system would be ample
with a higher fuel pressure setting 5.6 to 6 Bar with larger injectors
from a larger engine. (Mercedes) For more information about, Download the
learning program from our website. We do not have anyone in Norway who
can help you, but spread the word about as we are looking for distributors
and Service Centres also in Norway.
Regular E-mail enquires from all kind of people
in your country, requesting information into the availability of our products
and services in your homeland. This is a real PROBLEM for end users, and
the Automotive Industries in NORWAY, (YOU ARE AN EXAMPLE) but
it is the BEST and prosper opportunity for someone who has an Automotive
related business background to become a Importer and Wholesale Distributor.......??
Best Regards
Leo Karnauchow
INTER-JECT Australia Return
to table of contents
Dear Robert,
What would you like to know about D-Jetronic??
That is an earlier system and is no more longer in Australia required or
rarely available.
This system has been now refined since micro technology come onto the scene
with a MAP sensor, still the same CONCEPT but with much more advanced Computer
technology this days.
I do not know what you require to help you in any way.
Please let me know that I can point you into the right direction
Best regards
Leo Karnauchow
INTER-JECT Australia Return
to table of contents
From: John Cheng
To: INTER-JECT (AUST)
Date: Thursday, 27 November 1997 23:51:30
Re: Courses
Hi Leo,
I read with great interests on informations provide by you on EFI & K-Jetronic, would really like to learn alot more by attending your training, unfortunately, to do that, I'll have to fly to NSW which is quite impossible at the moment. Please advise on alternative, probably maybe on diskettes for self study?
By the way, I've recieved a call form your appointed Distributor for
Singapore, some chap by the name of Irvin called me the following day I
recieved your e-mail. He told me that he will recieved the chemicals sometime
mid-November and that I will be informed, I was working on a vehicle when
he called and didn't really got his company's name & number. To date,
I have not heard from him and that Singapore flag on your home page still
click to your e-mail. Oh, don't forget to reply on the courses.
So far, to what I know, there is not one mechanic/technician
in Singapore that can diagnose EFI's/K-Jetronic for all vehicle makes,
they are only specialized in one or two makes and NO ONE can calibrate,
that's for sure and I want to be the one.
Thanks !!
Regards,
John Cheng, Singapore Return
to table of contents
Hi John,
Thanks for your E-Mail, unfortunately Singapore
is not quite ready to go as lots of products are to be shipped to Singapore.
We had some technical formalities with customs in Singapore to finalise
which is now to my knowledge done and the first lot of products is now
realised to the new Distributors. The next step is now Training and holding
Courses in Singapore. The Singapore Distributors are Trained here in Australia
by Peter McGregor and he is happy in the way of progress. It my be that
I will be in Singapore holding courses for a few weeks. This only will
develop on the number of sales of our Equipment and products over a period
of time where I will be holding an advanced (pre booked Group) Training
for those Equipment holders and there staff members. The reason that the
Singapore Flag is an E-mail link, is only as those Distributors have not
set up INTERNET access yet for action and it will be soon happen, soon
I get the go ahead to link up with Singapore. Your ask also to register
your Name in to the Singapore Service Centre Index which we are pleased
to do so after we have received your Equipment warranty Card with all the
details.
In the mean time for your head start, go and Download the INTER-JECT Learning Program as this is very important how to use the equipment in conjunction with all those information's. The Download code it is listed below of your E-Mail only. The program will automatically install it self by double clicking the INTERJEC.EXE file.
I have passed this and your information to Peter McGregor to put things into action as soon as possible.
Stay in touch I would like to hear from you of the progress in this matter.
Best Regards
Leo Karnauchow
INTER-JECT Australia Return
to table of contents
Have downloaded the "interject program & diagnostic" files and finished editing and is all printed out, which is why I'm taking so long to reply you, by the way, I only get about two hours to work on the computer every night. Managed to glance through all the info's available. Very informative, especially the K-JECTRONIC. I attended a short course on EFI and was not taught in such details on this topics, even those books that I bought from "Robert Bentley" don't gives this much details.
This is wonderful, all this while, I thought that EFI troubleshooting has to be done with "code scanners, automotive scopes, digital storage oscilloscope, software and a hell lot of adaptors" which really scares and confuse me (more confuse than scared) and you invented this simple piece of equipment that can do most of it, even better. You guys are great, keep up the good work, sure would like to join you guys. Will be posting some question on EFI after I finish reading all the files. Thank you so much for the files.
Regards
John Cheng Singapore Return
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Mercedes
450 SLC 1980
Gene Waddell e-mail address = GeneW61482@aol.com
I would like some guidance... I have a 1980 Mercedes 450 SLC. The vehicle runs OK in general but has one distinct problem and one puzzling situation.
#1. Although the vehicle starts quickly, the fast idle does not kick in until the engine has run for about two minutes. After that, it seems to run through its normal cycle.
#2. I do not have a Mercedes Lambda tester and am trying to use a dwell meter to check rich to lean switching. From what I can determine, the #3 port in the Mercedes diagnostic socket provides the frequency valve signal. When I place a dwell meter probe into the socket, I only receive a fluctuation of 12 to 14 degrees of dwell or 25% to 28% when corrected to 100% sweep. The meter should be reading between 40 to 60%.
Do you have any ideas of what the problem(s) might be?
Please let me know at your earliest convenience.
Thanks
Gene Waddell
Dear Gene. This is a part off, you wrote to me;
~~~~~~~~ When I place a dwell meter probe into the socket, I only receive
a fluctuation of 12 to 14 degrees of dwell or 25% to 28% when corrected
to 100% sweep. The meter should be reading between 40 to 60%. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Now let see; You reading correcting element
signals from the ECU, logic which is told to do, but fooled elsewhere to
compensate for an problem which is causing an mismatch in the Air intake
management. A conflict between the auxiliary valve,(1) air duct,(2) throttle
valve (3) and (4) the airleak you don't know its location and most probably
never find! This is the foremost and closest fault I can guide you to it,
before you look for any other's.
According to your writing.
>>>>.... the fast idle does not kick in until the engine has
run for about two minutes. After that, it seems to run through its normal
cycle.<<<<
Your engine has 8 rubber sleeves fitted out of sight underneath the K-Jetronic valley setup which are used to join up with the intake ports of your Engine. Those rubber sleeves do not have hose clamps and are only push-on compression fitment. Due to heat exposure of the engine, the fuel exposure and the 18 Year on your vehicle.---
Well what you think? Not a chance, that those rubbers are intact and in matter of fact air is entering into the porous gaps and joints, altering your sensing plate position to lean. The ECU is taking calculations and is oversteering your mixture for the first moment and the time it takes as you say, until the match and cover up of this existing air leak problem has been finalised.
My suggestion is change those rubber sleeves first and avoid any air leaks you could come across. Best Regards Leo Karnauchow, INTER-JECT (Aust) LeoKarnauchow@petrolinjection.com
Gene Return
to table of contents
To gain knowledge by having Advantages over your competition, you in the right place in here! Here you'll discover 1000's of little known and rarely used diagnostics and servicing techniques that the car manufactures would prefer you didn't know! Learn, from professionals who have first hand knowledge. All data and information are based of experiences out in the field and feedback from members. The real $$ earning information is password protected for our members who purchased the unique INTER-JECT System and using the products in there workshops.
INTER-JECT is Australia's largest (non government) automotive EFI Training and Information provider over the Internet, Fax and Phone. Exclusive to INTER-JECT members as part of our after sale commitment, is the PHONE-IN Technical Help-Line and this Web-Site with a data pool download option. Also this is based at a number of Technical Centres in Sydney, Brisbane, and Canberra, where we have a phone team of skilled professionals ready to provide INTER-JECT members with full technical support to overcome specific problems, plus for members with no Internet access.
For more information please click on the Download Area ICON or the direct access http://www.users.bigpond.com/INTERJECT/download.htm
Unfortunately no one in the US has applied for Distribution or US INTER-JECT fuel injection training establishment. All sales and Exports are done from Australia.
Anyone who is serious willing to have go
on this prosperity offer, feel free to apply | here
|
I relation of purchasing | Products |
or enquires fill in this Form.
Best Regards Leo Karnauchow ( INTER-JECT (Aust) LeoKarnauchow@petrolinjection.com
Return
to table of contents
An EB Ford had a cylinder head repaired, and the bone head that put the cylinder head back on, put a throttle body manifold gasket on a multi point cylinder head.
Of course we all know ?? if we know?----, that this blocks off half the injector spray and the engine backfired on acceleration. But what happened next is beyond me ..... it went to not one but three different work shops and one Bosch dealer.
Can you believe that non of them had a single
idea of how to fix it. Till they decided to take it to a INTERJECT trained
shop it took 15 minutes to fix.
Case History from,
Stephen Menzies, Trading as INTER-JECT NSW. 76 Sheppard Street, HUME
ACT. 2620
Mobile: 0418207263 E-Mail: smenzies@canberra.teknet.net.au
Authors Replay:
Thank
you Stephen, what can you say? A simular case of power and performance
loss accrued after a head gasket change. The power loss has been caused
by a wrong positioned exhaust manifold gasket which closed the exhaust
ports more then a 1/4 increasing constipation's
What you think about that? Read more in http://www.interject.com.au/network2.htm
Keep up the good work! Regards Leo
Karnauchow Return
to table of contents
Please help,
I have a 323i K-JETRONIC system problem. cold start is fine, however once
it warms up the engine runs eratically, hydrocarbons are very high. I would
appreciate any suggestive tests or theories, I would then be able to present
the cured problem as a college assignment for my nvq level 3. The lecturers
are aware that I have this problem. If you are interested I will give you
additional information as to how I think the problem occured and any other
test results that I have obtained.
chris mann UK.
--------------------------------
Dear Sir,
Your vehicle is 100% Out of calibration ! A mismatch between Fuel counter pressure in the warm-up regulator and loss of vacuum pressure to lift the sensor plate to a richer position when the engine is cold, or the counter pressure not existing or not enough if the engine is hot.
Once the engine is warm, the engine will run erratically, hydrocarbons are very high.
Sorry this is too technical for you and too much to write and can be done only by trained INTER-JECT Mechanics which have the INTER-JECT equipment to monitor the system flow, counter pressure flow, pressures in both segments while the engine is running to alter the factory calibrations, which you can not do! Read all information at http://www.users.pigpond.com/INTERJECT/kjetron.htm
Here are some useful links to find out more about the problem which is also in EFI vehicles.
http://www.users.bigpond.com/INTERJECT/network.htm
http://www.petrolinjection.com/enduser.htm
http://www.interject.com.au/network3.htm
In you case which you do not know, you my have a restricted counter pressure orifice in the fuel distributor or the warm-up regulator has rust flakes stuck between valve and housing.
Carbon on the inlet valves lower the air velocity so much that you sensor plate meters wrong fuel inputs to the engine. So what have you to loose by NOT USING INTER-JECTRON ??
You would be rapped the problems are just gone!! ONLY by using INTER-JECTRON.
See at: http://www.petrolinjection.com/orderfrm.htm
Kind regards,
Leo Karnauchow INTER-JECT (Aust) Return
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