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Hi,
First!
Are we working with the K-Jet fuel management system or the first year of the LH 1.0 that could be on the 1982.
Next, do you have ignition coil sparks!
Both systems require hall sensor signals, from the distributor! This signal goes to the ICU’s that sends a signal to the ECU. The ECU controls both pumps and the injectors through relays explained later.
Was the 1982 ever up on blocks or stored for a long time?
Bad fuel gunk is a killer on the K-Jet system.
With the K, you might think about a stuck fuel distributor air flap.
It’s under the rubber bellows below the throttle body.
Incoming air has to raise it up before fuel can leave going off to the injectors that will only open with enough system pressure to pop them.
It is a Constant Injection System and engine mixture is governed by the distribution from the fuel distributor, a frequency valve in the main supply, and the control pressure that is from an electrically heated fuel pressure regulator.
A FPR controls mixture during cold starts and warmups! That device mimics the engine warming up along with an auxiliary air valve on even earlier models. Both are heated up at a rate equal to the engine warmup times.
I own a 1978 but there were changes being made to meet tougher MPG and emissions standards in the later years.
They needed more control, so the LH system was built on the knowledge of the K-Jet mechanical system.
That system was really doing a good job with help from the Lambda-Sond oxygen sensor principles still used today!
The LH is also a constant injection system with the injectors fired in pairs by an electrically variable pluse width. It supposedly self-tunes more accurately.
These early LH cars use two separate relays up to 1985 and then went to a combination affair that has its on failure rate. Due mostly to bad solder joints.
During this transition period one relay (both are identical and still under the glove box) controls the pumps and the other controls power to the fuel injectors. You might be changing the wrong one?
The ground side, of each pair of the injectors, is turned on and off by the ECU.
If you have the AMM, the orange wire on it, is the same power source going over to the injectors.
Checking it tells you if a relay is closing or one side or half of the combination relay is working.
Here again, you need the main pump working. I’m still concerned on the “if” the fuel is very old because it’s going to hurt either system!
Get back to us, on what you have, as it will help us all peel the onion!
Phil
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