If your CIS-Kjet equipped car was built after 1980 then has an oxygen sensor. The oxygen sensor controls a device called a Frequency Valve (or a Lambda Valve).

The Frequency valve is used to “trim” the amount of fuel injected to allow the catalytic converter to work. As these older cars age, suffer failures, and worst of all shade-tree repairs, then this function stops working. If the Frequency Valve isn’t working then the system can’t be tuned. It won’t pass emissions, the mileage will be terrible, and it will never run right.

The Lamda Driver from Unwired Tools is a simple gadget which drives the Lamda Valve at a constant precise 50% duty cycle. This “parks” the Frequency Valve at the mid-point of its adjustability. This simple device is the fastest and easiest way to take the oxygen sensor feedback loop out of the system, either as a troubleshooting tool or for when substituting later lambda equipped engines to earlier applications.

Here’s an example. This is the side view of a 1980 Porsche engine showing the location of the Frequency Valve:

If you’re going to transplant this into a ’79 model then you’ve got a problem. OK, I get it, this situation represents more than just one problem, like how you got yourself into this predicament in the first place. Stick with me on this one, we’re not being judgemental here, just getting things to work. The Lamda controller is supposed to force the Frequency Valve to 50% if you disconnect the oxygen sensor. What if it doesn’t? What happens if the Frequency Valve is on all the time, or never turns on? That’s what happens if the electronics are not working or are not there at all, as in this case when en engine is transplanted.

Plug in the UT FV driver and the problem is solved, the fuel injection system now acts just like a pre-’80 version.  Many thanks to Owen at OC Auto Service in Laguna Beach for his many expert suggestions.  We’ve sold a few of these over the years but this is a “finished” form with the proper shape and connector for easy use

That’s me with my head under a customer’s car at a Mercedes Benz Club of America meeting.  I was chasing down a vacuum leak, armed with the proper documentation to solve the problem:

Working on a Benz of any vintage requires a service manual.  And if you have a vintage Benz you’re in luck, because lots of service manuals have been published free on the web by Mercedes.  This is one of the reasons why Mercedes is the leader in keeping their cars on the road.  Try getting service information free from any other car maker.  That’s why my last new car was a Benz, and the next one (if I ever do that again) will be a Benz.  It makes a difference that a car maker makes a commitment to their enthusiasts and customers.  Here’s the list of free factory service manuals as of the date of this post:

r107 Chassis = 450SL/SLC 380SL/SLC 560SL
https://www.startekinfo.com/StarTek/outside/11883/?requestedDocId=11883

w116 Chassis = 280S/SE 300SD 450SE/SEL
http://handbook.w116.org/matrix6.htm

w123 Chassis = 230 240D 280E/CE 300C/CD/TD
Disk1:
https://www.startekinfo.com/StarTek/outside/12265/program/matrix6.htm
Disk2:
https://www.startekinfo.com/StarTek/outside/12265/disc_2/program/matrix6.htm

w124 Chassis = 260E 300 E2.6/E2.8 300E/E320/TE 400E/E420 500E/E500 300D2.5 E300D/DT/DTD 300CE
https://www.startekinfo.com/StarTek/outside/12264/?requestedDocId=12264

w126 Chassis = 300SD/SDL 300SE/SEL 350SD/SDL 380SE/SEL/SEC 420SEL 500SEL/SEC 560SEL/SEC
https://www.startekinfo.com/StarTek/outside/12253/?requestedDocId=12253

w201 Chassis = 190E/D
https://www.startekinfo.com/StarTek/outside/11832/?requestedDocId=11832

Without a doubt the Bosch CIS equipped car that is the most challenging to tune and repair is Porsche.  The engine of an Air-cooled Porsche is carefully tuned and it’s complicated.  The engine compartment of a 911 is not a place for a novice.   Sure there are a lot of parts in a CIS-equipped Mercedes 450SL, but that engine is a big, lightly tuned, slow revving brute which makes about half the power of a turbocharged 911 which has about half of the displacement of the Mercedes.

Porsche lists more than 3 times as many Warmup Regulator part numbers of any other manufacturer.  And that’s not just because of the profusion of 911 models.  It’s because Porsche made a lot of very different CIS cars; from 912s to 964s, 924s to 928s.

We get a lot of requests for Warmup Regulators for CIS-equipped Porsches.  No surprise, a 40 year old car will get a tremendous boost in performance and reliability once the fuel injection is brought back from the usual state of the walking un-dead that characterizes many of these older cars.

If you have an older Porsche then you’re going to need the help of an expert.  I don’t mean your repair shop.  Yeah you need one of those too.  What I mean is the guy you call before you spend a lot of money, the same guy who you call when things go off track and you’ve already spent a lot of money.  The guy you’re looking for has spent more than 3 decades working as a factory-trained technician.  The guy you’re looking for is also a gifted machinist who started making parts, using very big and expensive machines, when the Porsche aftermarket suppliers let quality slip.  The guy you’re looking for is so valuable that an organization sprang up around him.  This is who you’re looking for.

If you need a Warmup Regulator, or anything else for your Porsche, please give PartsKlassik a call .  We know CIS but they know Porsches.

Lots of cars were made with Bosch CIS-Kjet.  Most cars built in Western Europe in the 70’s and 80’s used CIS.  And if the makers of those cars go out of business the cars became “orphans”.  The fuel injection systems of these cars will often drift way out of calibration before they fail completely.  That’s why we support many of these discontinued models with our UTCIS Warmup Regulator.

UnwiredTools supports DeLorean cars through a rare pocket of expertise which can be found here.   If you need a WUR or anything else for your DeLorean you can find a lot of love for your orphan with them.  They not only restore their cars they drive them around the world.

We’ve all had the experience when the brand new expensive gadget doesn’t work. What are you supposed to do? A lot of products are designed to work with something else. So if your new phone doesn’t work with your new car, is a problem with the phone, or with the car? The easiest and fastest way to find out is to talk to an expert. An expert is someone who knows all about your gadget and who knows all about how it’s used. An expert is someone who works from firsthand experience and not from a script.

Last week we got a support call from an owner of a late ’70s 450SL. When he bought the car the AC wasn’t working and he brought it to a shop. The shop spotted our ACCII controller which the previous owner had installed to replace the troublesome Servo. We worked with the shop and in short order all of the vacuum leaks were resolved but the system still didn’t work. Two quick tests determined that the controller itself was not working.

From photos of the product it was easy to see that the version of our product on the customer’s car went out of production in 2008. That unit was installed at least 8 years ago. The warranty on all of our products is one year. A lot has changed in 8 years, and there have been several useful design improvements and upgrades. We have a policy that if an older product has failed then you can send it to us and for an affordable flat rate fee we’ll repair any problems and upgrade it to the latest version. For the ACCII controller that fee is $120, which also renews the warranty.

The customer elected to buy the repair/upgrade and sent us his more than 8 year old controller. The photo shows what we found. That burned lump in the center is what was left of one of the blower speed control relays. This was a very interesting and catastrophic failure. The fuse for the AC/Heat blower is supposed to be 16A. When the blower gets old and the brushes and bushings wear out the current goes up. With age and corrosion the fuse contacts get dirty, and sometimes the fuse gets replaced with a higher current rating. We use a relay which is rated for 25A continuous. If just the right conditions occur with higher current but not too high then the relay will slowly overheat and eventually that overheating will not be slow.  Of several thousand units made this was the only one that failed in this way but this is something we wanted to see.

That relay failure was unrepairable. So we just gave the customer a new controller. His AC is now working great and we have a valuable piece of information which will make the next version immune to this problem. That’s why we have a new version every couple of years. Because we treasure the customer feedback which makes our product better. And that’s why you can call or email us anytime to get support, even if your warranty has expired long ago. You need information, just like we do, to solve problems and get things working. We call that exchange “Customer Support”. Without that support a warranty is meaningless.

If you have a problem or a question just let us know. Your inquiry will be handled by an expert.  We can usually respond faster to questions on Facebook or email (support@unwiredtools.com), or please feel free to call us at 928-773-0469 #802.

V12 applications are now supported!  Both Lamborghini and Ferrari produced V12 cars which used 2 each of independent 6-cyl CIS systems.  We just completed a successful installation on a Lamborghini V12 using 2 each of UTCIS-V systems.  The shop who purchased the systems over a year ago for a different car sent us his units to be upgraded to the new G7 version.  We upgraded the systems, cleaned them up, tested them, and shipped them back.  The car is now happily spinning its tires with a happy owner prowling the streets of SoCal.  If you have a V12 application you’ve already noticed that the Warmup Regulators are NLA.  Now there’s a programmable digital replacement that’s a simple drop-in.