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    00:00:00
    [music]
    00:00:04
    This is a 3.8 L V8 engine with Bosch K
    00:00:09
    Jetronic fuel injection.
    00:00:12
    And there's two things you can look at
    00:00:14
    and spot this very quickly, whether or
    00:00:16
    not your engine has Kjetronic. Number
    00:00:19
    one, it has hard lines going to the fuel
    00:00:23
    injectors, not wires, but metal hard
    00:00:26
    lines going to each fuel injector. And
    00:00:29
    number two, it has a unit right over
    00:00:31
    here that looks like this.
    00:00:34
    And this is called the warm-up
    00:00:36
    regulator. Now, if you heard that term,
    00:00:39
    you would think, uh, well, that's like a
    00:00:41
    choke. It's just going to choke the
    00:00:43
    engine and give it extra gas until the
    00:00:46
    engine starts. Well, if that were true,
    00:00:49
    this thing wouldn't be such a big
    00:00:51
    problem as it's become today because of
    00:00:54
    its age. It's quite complex inside. The
    00:00:57
    first thing I want to point out is
    00:01:00
    related to these two fuel connections
    00:01:02
    here. If you see these, you're going to
    00:01:04
    think, well, that's fuel in, this fuel
    00:01:06
    out. Then fuel is going to fill the
    00:01:09
    entire body. But that's not the case.
    00:01:12
    The reason is fuel is isolated in this
    00:01:16
    little cylinder here. This is called a
    00:01:19
    fuel cell
    00:01:21
    and it looks like this. This is your
    00:01:24
    fuel cell. So fuel comes in here. You
    00:01:27
    can see there's a filter screen down in
    00:01:29
    there and it exits out here. On the
    00:01:32
    bottom side here is a
    00:01:36
    real thin steel diaphragm that moves up
    00:01:40
    and down. When it moves up, considering
    00:01:43
    how this is positioned on the car, it
    00:01:46
    closes off the passage between these
    00:01:49
    two. When the diaphragm moves down, it
    00:01:52
    opens up the passage between these two
    00:01:55
    fittings. I'm sure the next question is,
    00:01:57
    well, what controls this pin moving up
    00:02:00
    and down?
    00:02:02
    And it has a spring has two springs and
    00:02:05
    then this little
    00:02:07
    cover and a little hat in there that
    00:02:09
    holds the pin. So, it's a combination of
    00:02:13
    spring pressure and a few things that
    00:02:16
    counterbalance the spring pressure that
    00:02:18
    moves the pin up and down. The first
    00:02:19
    thing is this heating unit that sits
    00:02:22
    inside here.
    00:02:25
    And when the engine's cold,
    00:02:29
    this is down. So, it's pushing down on
    00:02:32
    that washer and pushing the pin down.
    00:02:35
    When the engine heats up, this moves up
    00:02:38
    and the spring pressure allows the pin
    00:02:40
    to come up, closing off the diaphragm,
    00:02:43
    which increases fuel backflow pressure
    00:02:46
    to the metering head. That's one of the
    00:02:48
    most important things inside this unit
    00:02:50
    is this heating element. The other thing
    00:02:52
    is on a number they have a diaphragm
    00:02:56
    located in the bottom unit. There's a
    00:02:58
    diaphragm in here and that diaphragm
    00:03:02
    moves this little plunger up and down.
    00:03:04
    The springs
    00:03:06
    sit like that.
    00:03:08
    So simply put, there's something else
    00:03:11
    that controls this raising and lowering
    00:03:15
    and that's vacuum right here. What this
    00:03:17
    does is it enriches the mixture during
    00:03:20
    full throttle operation because when you
    00:03:23
    get full throttle, you get zero vacuum
    00:03:26
    and that'll change the diaphragm and
    00:03:28
    it'll change the position of this pin
    00:03:31
    which affects fuel pressure. So in
    00:03:33
    conclusion,
    00:03:35
    everything located inside this unit is
    00:03:38
    for the purpose of either increasing or
    00:03:41
    decreasing fuel pressure to the metering
    00:03:44
    head of the fuel distributor.
    00:03:47
    If you can understand this, you can
    00:03:49
    understand how the Kjet system works.
    00:03:53
    Well, Kent, what's this here? That's not
    00:03:55
    a warm-up regulator. Why doesn't your
    00:03:57
    engine have one of these? Well, I
    00:03:59
    changed it. This is an electronic were
    00:04:02
    electronic warm-up regulator that's been
    00:04:04
    developed by a company and it works
    00:04:06
    amazing. It eliminates some of the
    00:04:09
    problems that you have with these old
    00:04:10
    ones. I put this on this 380SL and it's
    00:04:15
    absolutely amazing. This thing starts
    00:04:17
    with just a turn of the key, runs down,
    00:04:20
    idles perfectly, accelerates good.
    00:04:24
    Let me start this engine and
    00:04:26
    demonstrate.
    00:04:41
    Notice how smoothly it runs.
    00:04:46
    It's cold. It'll idle down here in a
    00:04:49
    minute. But if you look right here,
    00:04:55
    you can see something going on.
    00:04:59
    Something is pulsating
    00:05:02
    in that electronic
    00:05:04
    were right down there. See it?
    00:05:08
    When I saw that and I realized how well
    00:05:11
    this engine runs, I decided I'm going to
    00:05:14
    call this the pacemaker.
    00:05:18
    That has to be an appropriate name for
    00:05:20
    this. The pacemaker. Over here, the fuel
    00:05:24
    distributor is a heart.
    00:05:26
    And this here is what makes it beat.
    00:05:32
    I don't sell this, but you'll find a
    00:05:34
    link in the description below this video
    00:05:37
    that will take you to the company that
    00:05:39
    makes the electronic worse. Most of you
    00:05:41
    will have this one. This actually
    00:05:44
    controls the mixture of the fuel being
    00:05:47
    delivered through this unit here. And if
    00:05:49
    you know anything about gasoline
    00:05:51
    engines, you have to have a certain
    00:05:54
    ratio, fuel to air, or the engine won't
    00:05:57
    start. It may not even fire. The fuel
    00:06:00
    air ratio could be so far off because a
    00:06:03
    failure inside this warm-up regulator
    00:06:05
    that the engine's not going to start. Do
    00:06:07
    you remember when your grade school
    00:06:08
    teacher used to say, "Hey, put on your
    00:06:10
    thinking cap." Well, let's do that now
    00:06:13
    because we have to think. I have the
    00:06:15
    pressure gauge hooked up the normal way
    00:06:17
    it's supposed to be hooked up. This
    00:06:19
    section here goes down to the control
    00:06:22
    pressure compensator. And of course,
    00:06:24
    this hose comes off the metering head
    00:06:26
    into this valve. And I'm thinking, you
    00:06:28
    know, maybe I could send this back to
    00:06:31
    the fuel tank and use this valve as the
    00:06:34
    regulator or compensator. But I thought,
    00:06:37
    no, I don't need to send it back to the
    00:06:39
    tank. Maybe I can put it in a bottle.
    00:06:42
    So, I bled off the pressure here. We're
    00:06:44
    going to take this fitting off.
    00:06:48
    And this fitting is not under pressure.
    00:06:50
    It's just a return line to the tank. But
    00:06:53
    to keep it clean and to stop any fumes
    00:06:56
    from backing up in to that line, I'll
    00:06:59
    plug this off. Then I'm going to take
    00:07:01
    this line here.
    00:07:03
    I'll put this weight on it just to keep
    00:07:05
    it inside the bottle. And now we're
    00:07:07
    going to put this in the bottle. This is
    00:07:10
    our fuel tank. Okay. So, return fuel to
    00:07:13
    the tank. And we'll put that in there
    00:07:16
    like that. You can see now what's
    00:07:17
    happening is it's coming off the
    00:07:20
    metering head
    00:07:22
    and going to the valve and then going
    00:07:25
    straight into this bottle. So, this is
    00:07:27
    going to prove to you that it's a
    00:07:29
    compensator. It's a bleedoff valve.
    00:07:32
    And when it closes down, it sends back
    00:07:35
    pressure back to the metering head,
    00:07:37
    which affects the height of the metering
    00:07:39
    pin. And of course that affects the fuel
    00:07:41
    air ratio or the mixture. Okay.
    00:07:45
    So now I've got my jumper on
    00:07:48
    the
    00:07:50
    fuel pump.
    00:07:52
    All right. I'm going to turn the fuel
    00:07:54
    pump on. The valve is closed.
    00:07:58
    There goes the pump. Look at that.
    00:08:02
    Coming right up to 5.2 on system
    00:08:04
    pressure. There's no fuel flow.
    00:08:07
    Everything is pressurizing in the head.
    00:08:09
    Now, if if I had a problem here, I had a
    00:08:11
    problem with the fuel pump, you know, I
    00:08:13
    wouldn't be getting five bar here. Now,
    00:08:15
    watch what happens when I start to open
    00:08:18
    the valve.
    00:08:22
    See it drop?
    00:08:24
    And it'll literally drop to zero because
    00:08:26
    now, if you look over here,
    00:08:29
    all the fuel is going into the bottle.
    00:08:32
    And if I close this down, look at
    00:08:33
    pressure. So, I'm thinking, man, I can
    00:08:36
    start this engine up. I can hold the
    00:08:38
    pressure right there at about.7
    00:08:41
    bar and just maybe this engine will
    00:08:43
    start. If you recall earlier, I said I
    00:08:46
    was getting a reading of around 2.2
    00:08:51
    on control pressure with the engine
    00:08:53
    cold. So, we're going to set it there
    00:08:55
    and then try to start this engine.
    00:09:01
    Okay, we'll get the pump running.
    00:09:04
    All right, now I'm going to close the
    00:09:08
    valve down
    00:09:12
    until we have about
    00:09:14
    2.2 right there.
    00:09:23
    Does that sound familiar?
    00:09:25
    I think that happens to a lot of people
    00:09:27
    with these old Kjet cars that get
    00:09:29
    neglected. So, that's kind of the
    00:09:32
    symptom we were having yesterday. It
    00:09:34
    just it wouldn't it would kind of fire.
    00:09:37
    You could adjust this to your heart's
    00:09:38
    content and nothing would happen. Now,
    00:09:41
    I'm going to take and lower this down to
    00:09:44
    7. Okay, let's try it again.
    00:09:49
    Whoa, look at that.
    00:09:53
    That's probably the bestest run. Now
    00:09:56
    watch the gauge as I adjust pressures.
    00:09:59
    I'm going to lower pressure and listen
    00:10:02
    to the engine.
    00:10:05
    Hear that? Now it's getting too rich.
    00:10:08
    Now I'm going to bring them back up.
    00:10:10
    There's one. Now as I increase pressure,
    00:10:13
    the engine's going to start leaning out.
    00:10:17
    And I get up to about one and a half bar
    00:10:19
    and it quits. Okay, I'm going to come
    00:10:22
    back to 08. Okay, let's start it again.
    00:10:30
    Can you BELIEVE THAT? OKAY, I'VE GOT
    00:10:32
    THIS CAR FIXED. NOW I can just run along
    00:10:35
    side of it when we're going down the
    00:10:37
    road and I can adjust control pressure.
    00:10:40
    But I have to be careful because if I
    00:10:42
    give it too much pressure,
    00:10:46
    it's going to quit. Now, I need to
    00:10:49
    clarify here that we're talking about
    00:10:52
    cold control pressure settings. Once
    00:10:55
    this engine warms up, it should go up to
    00:10:57
    about 3 to 3.5.
    00:11:00
    So, if I'm going to run alongside the
    00:11:02
    car while the engine's warming up, I'm
    00:11:04
    going to have to be constantly adjusting
    00:11:06
    this. [laughter]
    00:11:08
    But, I wanted to mention that so you
    00:11:10
    understand when we're below one bar,
    00:11:12
    that's cold start pressure.
    00:11:15
    And then as the engine warms up, it's
    00:11:18
    going to change the pressure. It's going
    00:11:20
    to gradually start leaning out the
    00:11:21
    mixture as the engine warms. You need to
    00:11:24
    be aware of that. Take a look at over
    00:11:26
    here. How much is in the bottle already?
    00:11:27
    So, there's quite a bit of return fuel
    00:11:29
    that's going back to the tank when this
    00:11:31
    happens. Okay, let's try it one more
    00:11:34
    time. Usually, when you've messed around
    00:11:36
    with things, it may take a while to
    00:11:38
    clean itself out, either build pressure
    00:11:39
    or if you flooded it, to air it out.
    00:11:41
    But, let's see how it starts. Now I'm
    00:11:43
    right at 0.9.
    00:11:48
    Wow.
    00:11:50
    Now I'm going to have Jerson go ahead
    00:11:52
    and put it in gear. All right. Take it
    00:11:55
    out of gear.
    00:11:58
    Okay. Put it in gear.
    00:12:03
    Okay. Take it out of gear.
    00:12:05
    So, you can see that control pressure
    00:12:08
    can actually affect how this engine
    00:12:11
    idles under load.
    00:12:14
    That was pretty amazing, wasn't it? To
    00:12:16
    actually see that firsthand, how just a
    00:12:19
    slight variation in control pressure can
    00:12:23
    totally mess up how the engine runs. And
    00:12:25
    if it moves more than half a bar, it may
    00:12:29
    not even start or certainly won't idle
    00:12:31
    right. How do you know whether or not
    00:12:34
    this is bad?
    00:12:37
    That's where a fuel system pressure
    00:12:40
    tester comes in on these engines. I
    00:12:41
    think it's even more important on a
    00:12:44
    Kjetronic than even a Kjetronic. The
    00:12:47
    Kjetronic engine has some limpo mode
    00:12:49
    features that this engine doesn't have,
    00:12:52
    which will allow you to start the car
    00:12:54
    and to get it to run, but not so with
    00:12:57
    the Kjet. So, if you're having problems
    00:13:01
    getting your old V8 cage electronic
    00:13:04
    engine to start, to idle, to run right,
    00:13:06
    to accelerate,
    00:13:08
    you're going to have to do a fuel system
    00:13:11
    pressure test before you spend any money
    00:13:13
    on any parts. Just look at this. It's
    00:13:16
    got to be amazing for the price. You get
    00:13:18
    all these fittings, all these different
    00:13:21
    hoses. Man, what could be better than
    00:13:24
    that? Well, first off, for testing
    00:13:27
    Kjetronic,
    00:13:30
    you're only going to need about four of
    00:13:32
    these fittings, and you're only going to
    00:13:33
    need one of these hoses, including the
    00:13:35
    gauge. That's all you're going to need.
    00:13:37
    One of the things that I caution people
    00:13:39
    about when doing these fuel system
    00:13:41
    pressure tests is fuel. You should
    00:13:45
    always have a fire extinguisher handy.
    00:13:47
    You should do this outside because fuel
    00:13:50
    could be squirting out somewhere and
    00:13:51
    it's very dangerous. So, I can't stress
    00:13:53
    this enough. The problem with all these
    00:13:55
    that you find online is half of them
    00:13:58
    leak. Along with discovering a lot of
    00:14:00
    these testers had problems with leaks, I
    00:14:03
    also discovered
    00:14:05
    that a lot of them had gauges that
    00:14:08
    weren't accurate. You know, I one time I
    00:14:10
    just decided, hey, let's check and see
    00:14:12
    if these gauges are accurate. Because
    00:14:14
    when you talk about doing a pressure
    00:14:16
    test, knowing specifically how much
    00:14:19
    pressure should you have as full
    00:14:21
    pressure and control pressure, if you're
    00:14:23
    off three or four pounds, what good is
    00:14:26
    doing a fuel system pressure test? So,
    00:14:28
    it became obvious that manufacturers
    00:14:30
    weren't testing these products, weren't
    00:14:31
    testing these testers. They weren't
    00:14:33
    pressure testing them. They weren't leak
    00:14:35
    testing them. They weren't testing the
    00:14:37
    gauges. These gauges are very fragile.
    00:14:40
    If you bang them around, there's a real
    00:14:43
    fine gear mechanism back here, kind of
    00:14:45
    like a watch. And if they get damaged,
    00:14:48
    they're not going to give you an
    00:14:49
    accurate reading.
    00:14:51
    So, a couple years ago, when I set out
    00:14:53
    to provide my customers with a reliable,
    00:14:57
    tested, and accurate pressure tester, I
    00:15:01
    had a number of challenges I had to deal
    00:15:03
    with. The first thing I had to solve was
    00:15:06
    a problem with all the leaking fittings
    00:15:09
    that were showing up on these
    00:15:11
    commercially available testers.
    00:15:14
    That's a threaded fitting there,
    00:15:15
    threaded fitting here, threaded fitting
    00:15:17
    here. They were using some sort of
    00:15:20
    sealant or loctite during assembly, but
    00:15:25
    they would leak here.
    00:15:27
    And as soon as I would try to fix that
    00:15:29
    leak, they would start leaking out of
    00:15:32
    the sledge fitting here. These weren't
    00:15:34
    clamped enough at the factory.
    00:15:37
    [gasps] And to make matters worse, look
    00:15:40
    at this. I couldn't believe this. Now,
    00:15:43
    this is the fitting that goes into the
    00:15:45
    fuel distributor.
    00:15:47
    And you're supposed to connect the
    00:15:49
    tester to it here. And you would tighten
    00:15:52
    this down all the way. Can you believe
    00:15:55
    this? Tighten this all down all the way.
    00:15:57
    And look,
    00:15:59
    it's still loose. It wouldn't seat. and
    00:16:02
    even if it would seat. So, I was ending
    00:16:05
    up having to cut some of this off and
    00:16:09
    these fittings would still leak.
    00:16:12
    Now,
    00:16:14
    if you don't think that's bad enough,
    00:16:15
    the other problem was on this quick
    00:16:17
    disconnect that came on almost all of
    00:16:20
    these testers. You thought, "Wow, that's
    00:16:22
    really cool. Let's have a quick
    00:16:23
    disconnect." Right? We can just snap
    00:16:26
    this on and snap it off and set the
    00:16:30
    gauge away. when we were storing it.
    00:16:32
    Well, the problem with these were
    00:16:34
    leaking because the O-rings inside these
    00:16:36
    quick disconnects were failing
    00:16:39
    and to continue on gauges,
    00:16:44
    having to throw away all kinds of gauges
    00:16:48
    cuz most of these were anywhere from 3
    00:16:51
    to 6 PSI off.
    00:16:54
    So now you can see the challenges that I
    00:16:57
    was faced with trying to produce a
    00:17:00
    quality, reliable and leak-free tester.
    00:17:05
    But wait, that wasn't all. You know,
    00:17:07
    these testers have a valve on them, and
    00:17:09
    the testers that were shipped with most
    00:17:12
    of them would leak. They would leak out
    00:17:15
    the fitting here, or they would leak out
    00:17:16
    the top. And you do have to have a good
    00:17:19
    valve if you're going to test Bosch CIS
    00:17:23
    fuel injection.
    00:17:25
    And let's continue. The other fittings
    00:17:28
    in most of these kits were not machined
    00:17:32
    properly. Look at the surface there. See
    00:17:34
    how rough that surface is? Now, this is
    00:17:37
    supposed to seat down when you connect
    00:17:40
    these two fittings together tight to
    00:17:43
    prevent any leaks.
    00:17:46
    So, we have to take the fittings
    00:17:49
    and we have to put them in the lathe and
    00:17:51
    machine them in order for them to seal
    00:17:55
    properly against leaks. And instead of
    00:17:58
    O-rings, we provide these aluminum
    00:18:01
    sealing rings so that you can get a
    00:18:04
    tight leak-free seal. I do not like just
    00:18:07
    using O-rings, handtight while doing
    00:18:10
    these fuel system pressure tests. Let me
    00:18:13
    show you how I dealt with all these
    00:18:15
    challenges. I want to start with the
    00:18:16
    fittings. Okay, this right here became a
    00:18:20
    critical fitting to source and I ended
    00:18:24
    up getting these out of Germany because
    00:18:26
    this is a fitting you definitely want to
    00:18:28
    seat against the fittings that go into
    00:18:33
    either the fuel distributor or even the
    00:18:36
    warm-up regulator. Now watch as I put
    00:18:39
    this in and screw it down.
    00:18:44
    Watch where it bottoms out. Say you have
    00:18:47
    a good eighth of an inch before that's
    00:18:49
    going to hit. And then you can tighten
    00:18:51
    these down so that the surface in here,
    00:18:55
    which is high quality, you'll not get
    00:18:57
    any leaks out of these fittings. And I
    00:19:00
    also used special clamps
    00:19:04
    and special hos. This is a high-pressure
    00:19:06
    fuel injection hose to prevent any leaks
    00:19:10
    at each point. Here the valve, I sourced
    00:19:13
    a quality valve. It's more expensive,
    00:19:16
    but you can expect this valve to work
    00:19:18
    properly, seal properly, and not leak.
    00:19:21
    And then in the center, I eliminated
    00:19:24
    threaded fittings with this T. There is
    00:19:27
    a threaded fitting here, granted, but I
    00:19:30
    eliminated two of them right there. And
    00:19:33
    as far as the quick disconnect, no more
    00:19:36
    quick disconnect.
    00:19:39
    This is removable, but it has to screw
    00:19:42
    down and seal tight like that. That was
    00:19:45
    solved. And then we test these crimps.
    00:19:48
    Each one of these crimps is tested. We
    00:19:50
    have a machine that can recrimp these.
    00:19:52
    If they show any signs of leaking, we
    00:19:55
    pressure test everything under 100 PSI
    00:19:58
    in water to make sure there are no
    00:20:01
    leaks. On my deluxe kit, I offer the
    00:20:04
    liquid fill gauge, which is reliable and
    00:20:07
    less prone to damage due to engine
    00:20:10
    vibration or dropping. And then this is
    00:20:12
    the latest modification I've made. I
    00:20:15
    want to make sure the capture bottles
    00:20:17
    are attached. This is a big issue. I can
    00:20:20
    remember one of the first tests I was
    00:20:22
    doing while the engine was running, I
    00:20:23
    accidentally bumped this button and fuel
    00:20:25
    sprayed out all over the engine while
    00:20:27
    the engine was running. So I said,
    00:20:28
    "Okay, that's absolute no no." So we
    00:20:31
    actually attach these before we ship
    00:20:33
    them. When you're all done with a test,
    00:20:35
    you're going to hit this button, release
    00:20:37
    fuel into this bottle before you
    00:20:40
    disconnect this from the engine. So here
    00:20:42
    you can see the latest version of the
    00:20:44
    deluxe tester I offer. And I'm very
    00:20:48
    proud to say we've solved all those
    00:20:50
    issues. And I cannot stress enough that
    00:20:54
    you have to have one of these fuel
    00:20:56
    system pressure testers if you're going
    00:20:58
    to work on these old Mercedes fuel
    00:21:00
    injected engines, particularly the
    00:21:02
    Kjetronic with a warmup.
    00:21:05
    That's number one. You'll be chasing
    00:21:07
    your tail forever trying to figure out
    00:21:09
    why your engine doesn't run right if you
    00:21:12
    don't have one of these fuel system
    00:21:14
    pressure testers. And I have full videos
    00:21:15
    in my kit that walk you through the
    00:21:17
    procedures on all these things.

    Description:

    How do you test it? It is called other things, but I think it should be called the "pacemaker." Watch the video to see if you agree. Link to my tester: https://mercedessource.com/store/search?keys=Bosch%20fuel%20injection%20pressure%20tester. This is specific to Bosch K-Jetronic fuel injection systems from 1976 to 1985. Link to the company that sells the electronic upgrade of the "pacemaker." https://www.unwiredtools.com/

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