3 - ?

Accumulator, IIRC.

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Mattelderca
78 NYB (gone now), two S series, three old Snow Cruisers and a Doo.

I had Bosch electronic fuel injection on a '71 VW squareback. That system worked well til it hit about 100K miles and then turned into a total nightmare of intermittent (read "difficult-to-impossible-to-diagnose") problems. Even a Wolfsburg-trained VW mechanic I took it to couldn't figure out what the hell was wrong with it.

Pretty sure it was Maschinen Teufel...

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obliquely-inclined state of mind

Maybe 3 is that ' accumulator ' gizmo for pressure after a hot shutdown? Maybe 13 is another sensor as there are 2 there. Oops didnt see page 2 of comments. Devil machine!

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I didn' t buy it, I built it.....

pishta, I hope that the system drawing did not scare away a lot of potential K-jetronic fans! Because that is the lambda sensor controlled version, as used on for example VW, Audi, Volvo, not the pure mechanical K-jetronic.

Here is the much simpler mechanically controlled K-jetronic overview. This is a typical UK Ford version, the air flow sensor draws air from below, opposite of the Mercedes unit. The piston in the fuel distributor ride on a cam in the air flow plate's hinge bolt, so the same pieces are used in both versions, you just use a different cam.



You'll find a very good description of the mech system, with nice drawings (like the accumulator below) here

You were right this is the accumulator. There is of course a one-way valve in the system too. Remember, the mechanical injectors open from pressure alone, so the accumulator maintain a pressure in the system fuel lines after shutdown that is lower than the injector opening pressure, but high enough to reduce hot start problems, among other things. Click to enlarge.


Olaf

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Aspenized

My benz pump has a check ball valve at the output for that accumulator pressure reservoir.

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I didn' t buy it, I built it.....

Yes, that is a common location.

I modified the text, and posted a improved drawing in my post above.

Olaf

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Aspenized

That would be a really fun setup to play with!

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Mattelderca
78 NYB (gone now), two S series, three old Snow Cruisers and a Doo.

No, just no... well, maybe. people have all kinds of mental issues... If you have fun with that, ok, have fun!

(and see a shrink, please)

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I have no idea what I am talking about.

And I am sure it could not be more complex to fix and tune a D-jetronic than design your own and personal injection system and then build it. It was fun too.

Do it! And let us to read about your project steps.

The D-jetronic would not be my first choice, mainly because it was delivered for a relatively small range of cars, it was not considered an easy injection system to live with at the time, and spare parts may be very difficult to find. On the other hand, it may be easy to adapt the mechanics to a more modern ECU (electronic control unit). You can get some pro's and con's here:

http://www.vclassics.com/archive/efi.htm

http://members.rennlist.com/pbanders/djetfund.htm

But, you never know until you've tried. As LGU32 says, Do It! With pics!

Olaf

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Aspenized

I will be running one of these systems on a slant six that I will be installing in my 1918 Dodge Bucket (T Bucket). I clean alot of these injectors and My friend is a wizard when it comes to these systems. Probably from all his VW and Porsche stuff. When I finally start the build on the system I will post a thread . I have no doubts it will work fine.

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Fast is fine but accuracy is final. You have to learn to take your time ... in a hurry
- Wyatt Earp

Please keep us posted. I have some experience with CIS and consider my self a certified "CIS lover" (not an expert!) Its pretty ingenious really, and not as complicated as it seems. I would love to see a CIS basic on a slant!

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66 A100, 64 356C

Ive thought about this too, just never looked to deep into it because its definately not the cleanest looking injection systems... I have an 89 GTI Golf with this style, and while its simple, it can be VERY expensive for parts! I personally cant wait until I can scrap the whole system for carbs or full electronic... Its is a big PITA to troubleshoot and repair, and there is actually ALOT going on in the systems from the dual pump set-up, accumulator, fuel dizzy, potentiometer, fuel differential regulator, and I can keep going trust me...

If someone does pull it off Id love to see just for kicks!

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"if it aint broke, fix it till it is"
78 Plymouth Volare Super Six wagon
89 Volkswagen Golf GTI 16v
92 Chevrolet K1500 5.7
98 Ford Escort ZX2 zetech

1: tank
2: pump
3: accumulator
4: Filter
5: pressure regulator
6: injectors
7: intake manifold
8: cold-start injector
9: fuel distributor
10: air-flow meter
11: differential pressure regulator
12: O2 sensor
13: thermo-time switch
14: CTS
15: distributor
16: Idle air stabilizer
17: Throttle switch (WOT or closed)
18: ECU
19: Ign switch
20: Battery

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"if it aint broke, fix it till it is"
78 Plymouth Volare Super Six wagon
89 Volkswagen Golf GTI 16v
92 Chevrolet K1500 5.7
98 Ford Escort ZX2 zetech

With all the EFI stuff these days, CIS has really fallen by the wayside. its pretty much obsolete these days but still a good system for an NA engine. I have had good luck with it, even on turbo engines under 14psi.

Would be a trip to see it on a slant, I bet it would run fantastic too (as long as it does not have too much cam)

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66 A100, 64 356C