928FIXER

Well...lets see.I've never turned the key on in my CIS car to find the injectors clicking.I've never had a brain box go bad on a CIS car.Never had a MAF go bad on a CIS car.Never had a crankshaft sensor go bad on a CIS car and I've always been able to turn that magic 3mm adjuster to get a CIS to run enough to get it to the house or shop.

ceedee

but i have seen a CIS , which has been sitting over a year, start right up!
while with my L-jet i was killing two batteries before it did anything

hacker-pschorr

Well, all that aside I'm dumping CIS on my 79. So if anyone is in need of a perfectly running fuel distributor. Let me know.

Like I said - when it's running it's great. Once even the smallest problem comes up - no thanks. My 79 is going to be supercharged. So I'm switching to EFI.

928FIXER

I'd be more than happy to give those CIS parts a happy home.I'll send a UPS shipping label,just tell me where.

hacker-pschorr

Well, I need them at the moment to start the car

Once they are pulled (late fall?) they will be sold for market value. I know what these are worth & I need to offset some of the cost for the Autronic system going back on the car.

Everything above the heads is coming off. TB, Intake manifold, runners, injectors etc...

mark kibort

so, keeping it in parallel with a bypass. ive thought of that, but it would be tough to calabrate. i guess if you could figure out, how far it moves under 3 or 3 differnet loads,(ie voltage output) you could do some pretty interesting things. take some fishing weights and see how far the flap travels with whatever weight makes the flap move to the idle position. that alone could be enough. maybe do 3000rpm and see where it moves. loosen the spring so that is acheived and off you go. i think the right way would be to put the AFM in one of the intake tubes and a dummy afm on the other side to equal flow . Or, as you say, a bypass, but that gets a little challenging. the AFM has so many neat characteristics with the vain, that it probably wouldnt make sense to short circuit the design too much. However, a hot wire conversion , that made the right signal voltage would be ideal. so far, my experience with that a while ago failed.. I have heard that spit second has something that will work now.
mk

hacker-pschorr

John Kuhn uses a split second device to convert L-Jet's to MAF.

I've been thinking about doing this with my 81. Not until after a few other projects are complete. It's running fine the way it is.

GRTWHT

Hi, I know this may be a lil off topic but, you say you are going to run an Autronic EFI system. For a K jet 4.5L engine ??????
Would be interested to see how its setup. I run an Autronic on my AMC Javelin 401ci V8, blown.

Anyway on the topic of K vs J, my 9-2-8 is a K 4.5L, starts every morning easily, smooth no touching throttle, diverter valve isolated and air pump system removed. A lil more HP and a lil better economy would be great (only 240hp )

Cheers
Glenn
'81 9-2-8

hacker-pschorr

No different than your Javelin. Only hurdle is the crank sensor - switching to a 5.0 block from an S4 is going to solve that problem pretty easily.

GRTWHT

Can the ignition trigger be rigged to the origanal distributor on the 4.5L engines? Anyone done this?

Note: I would only be retro fitting the Autronic if the CIS gives up and that could be a long way off considering it's so drivable.

Cheers guys
Glenn '81 9-2-8

ceedee

i am going to find out tomorrow myself what is better .
this...

or that...

Daniel Dudley

Maybe I just think Ljet is simple because I have had so many cars with it. I have never seen a brain fail, and I have worked on a lot of cars. LH is a different story.