Hey,
If your car is US 1982 model I think it should have either K-jet or I think there
was a MPG model with LH injection. I've only seen K-jet on the 82s. With a careful look and description you can tell what you have in there.
The k-jet will have injectors that don't have an electrical connector. They will each have an individual gas line coming from under the intake manifold where they connect to the fuel distributor. The LH injection has a common fuel rail attached
to the all the injectors, it's in plain view on the intake manifold.

Also, in LH the air tube from the air cleaner to the motor there isn't an AMM. This also has an electrical connector, it's attached the the inner fender then the tube goes to the motor.

About the ballast resistor, it would help to know what ignition system the car
has. Maybe it's somewhere else with the Chrysler ignition. Maybe Don Foster
who is truly an electrical guru on these can post some info?
Dave 82 242ti

K-jet is mechanical and the LH is electronic. I checked the Bentley manual last night, and the resistance of the ballast resistor is 0.1-0.9 ohm, if you really think it's the problem. Just disconnect the resistor at both ends and check the resistance. Easy to do. As someone else pointed out, it is near the ignition coil and is attached to it.

Jim Hampton

K-jet is a nickname derived from the German word for 'constant'. The fuel is injected constantly (as opposed to being pulsed in such as on the preceeding D-jet and subsequent LH-jet). K-jet was used from the introduction of the B21 in the 240 series; and wasn't it also used on the B20 in the first year of the 240? (I don't think the D-jet was used ever on a 240.) LH-jet was introduced, I believe, mid-year in 1982 on non-turbo 240s, but the K-jet stayed with the 240 turbos right to the end. That's why a Bentley manual, whose coverage begins with 1983, is useful to us K-jet folks because the K-jet is covered nicely in the turbo section.

Rob