I've been thinking of fuel injecting the old Packard, and I'm wanting something that looks vintage but is pretty cheap to buy. This got me to looking at the Bosch K-Jetronic system, as the early ones are purely mechanical and doesn't need a computer to run. You get into the later K-Lambda and KE-Jetronic then you start getting some computer control, albeit not much. I like the idea of this, as it's a constant flow injection, so each individual injector doesn't need to be timed. This makes it work well with my straight eight and it's odd firing order. (That, and the fact that I don't want to use a computer) So, does anyone out there have any experience with these and can give me a few pointers?
Its really ugly... If I remember right, there is a big black plastic box that has the flapper in it that reads the airflow. And the pump has to be driven by the engine, but that could be solved with some machining. I guess it sort of falls between the SU constant vacuuum carbs, and the later EFI's.
i own some 80s vw's with it...its a pretty well thought out system when its working right not many shops know how to fix it , so buy some books and read up on it the pump isnt mech driven , its a elec pump like anything else , its that flap that sits in a cone shape that controls the fuel delivery , so it would need to come of a doner engine with a matched capacity not a huge amount else to it...theres a extra injector that sprays while cranking to aid starting and bi metal strip in a box called the wur (warm up reg) its like the choke , moves a plunger to alter the fuel pressure hot /cold to do the job that a choke does ..its bolted up to the block so it heats with the engine
Which is what has me thinking that it's the perfect hot rod fuel injection on a budget and if you don't want a computer to deal with.
yeah maybe worth a shot if you can find a similar capacity doner car the injectors sit in a screw in brass insert so that should easy to adapt the only issue i can see is the air cone is shaped to suit that engines delivery curve , you can weaken or richen the whole rev range , but say if you find a weak spot at 4k you cant just dial in more fuel for that spot...it would require the cone to be reshaped which wouldnt be a easy task
I know some people here who simply disconnect the WUR, but this is a warm climate. I suppose you could run it from a switch. How about two separate Golf I/II GTi systems, for a V8? I don't know if there might not be tuning/balance issues. But the capacities might just be right. Aside: Too much is made of injection timing. Apparently most ostensibly timed systems work just as well 180° out of phase: that mixture in the port isn't going anywhere. Intermittent operation is mainly about controlling mixture by varying event duration, it doesn't even need to correspond directly with engine speed. I've also had that thought. I like SU's.
I have a set of HS6's that were "Plan A" before I got onto this fuel injection kick. I may still go that route albeit in a naturally aspirated version.
And back by the fuel pump is the accumulator,a cannister that holds fuel pressure after the engine is shut off to prevent vapor lock. On the furrin cars this system only had to fuel about 25 HP per cylinder.Might need some work for use on anything else.
I like the old mechanical jetronic, Other than the cold start and nightmareish 'warm up' systems, the basic flapper metering unit and injectors is the most simple of any, 450 Merc injection parts would probably run a straight eight of same power, Merc makes about 250 at crank so if the packard is in that ball park you are on a winner. I have disconnectted all the 'warm up' systems and used the cold start injector connectted in with the starter and a stat, so the extra injector only squirts when cranking with a stone cold motor, and while it takes a second or two after the thing fires to settle down ( due to the lack of the extra warm up controls ) it's not enough to make me want to connect all the extra stuff. I figure a fuel overload button on the dash that you just press when cranking the motor cold would work just fine, I would still hitch it in to the starter circuit so fuel can't be squirted unless the motor is being cranked.
the vw golf systems run fine on 200 hp modified engines , shouldnt be a problem think some of the porches had it too ? id not worry about the cold start system..it shouldnt be too hard to transfer the whole set up over , i often hear of folks going out of thier way to delete a certain part of the system only to have stupid problems becuase of it theres barley any wires to worry about...just a ign feed to the wur and a couple of others, but the engine heat does the same job anyhow
my is showing a few bigger cars with it mercedes 6.9 ltr porsche 928 -911 volvos 74-79 various audis 4000/5000
All this is making me think that's exactly what I need, I just need to find a complete setup that doesn't cost as much as the local import salvage yard thinks it's worth. I told 'em I'm a hot rodder and didn't want to pay Mercedes owner prices, but they didn't listen!
BTW, and sorry to change the subject, but I love Packard Torsion Level suspension! I think it's improvable, though; one might just be able to get it not to need the electrics. Interconnected suspension fascinates me. I'm planning a system of my own: http://www.jalopyjournal.com/forum/showthread.php?t=374184
The Packard Torsion Level was the most advanced suspension in it's day. The funny thing is, the guy who designed it, Bill Allison, worked for Hudson, and Hudson didn't want it, so he sold it to Packard. Imagine the Nascar Hudson's dominating with the 308 and a Torsion Level suspension? Having owned a '56 Patrician, I can attest to the smoothness of the ride and handling abilities of that suspension design. There's nothing like it in the world, and to me it is still the best suspension for a big luxury car.
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