csi fuel injection vs cs carbs.

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Randy

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I am considering a csi with original fuel injection, I am very comfortable with carburetors. Having never worked with any fuel injection, I am unsure of whether I should stay with cabs. I have been told these are simple serviceable unit. can a backyard mechanic work on them?
Any one out there work on this system?
I can get alcohol free gas so carbs don't just corrode up. Does the injection deal with alcohol gas?
Randy
 
I have a CSi and if the D-Jet wiring connections are good and the grounds are clean it is very reliable system. Tracing and restoring wire connections takes time, yet once complete is very satisfying.

Test drive the CSi it may have a pulsing/stutter around 1800 rpm, mine does so I drive above 2K rpm. Some parts are interchangeable with later 5,6,7 series cars and are readily available.

CSi were rated at 200bhp while CS were 180bph.
 
I really like my CSi. The D-Jet is a really simple system and very reliable when it's set up right. As adawil mentioned the connections must be clean.

However, mine is giving me fits right now as I had the FI harness repaired and I'm having some real problems.

There are still several experts around so don't be worried about not getting help if you need it. Besides, the FI engine inlet manifold looks so michcooler than carbs!
 
Bwana, does you mechanic have the D-Jet Oscilloscope DX computer illustrated in the blue books. Mine does and was able to determine I had a bad main relay, points were fried.

Found that the fuel pump relay is the same aside from a turned spade, so we swopped it out and use a modern small orange relay for the fuel pump. I want everything under hood to look correct.
 
Strictly my opinion, but I find people that knock the injection are those who have not fully experienced it or have misinformation.

It is a simple, great, system that adds to the driving experience.

Although, carbs are just as great + can be tuned to your liking.

BTW, I read people like Keith Martin say 'watch out for the FI' but I think he has experience with other cars (Lucas injection, muscle cars, etc...) so he sounds like a broken record when it comes to FI.

Just my opinion, drive a good one & enjoy it--no issues at all.

Mo Faraz

PS. Let us know if you make the purchase!
 
Many BMW people don't know D-jet as never imported to US. If you need a local mechanic may get help from old Volvo, Merc and Porsche 914/VW guys as those cars were sold in US with D-jet. The air cooled ones differ a bit. But... few parts are interchangeable. And worldwide BMW D-jet sales rather modest so parts can be a challenge.
 
I would (and do) keep a set of carbs around if you go with D-jet. The air-slide and MAP sensor are getting very hard to find as is The throttle position sensor. When these parts disappear I will re-convert to carbs. Otherwise D-jet is easy to work on and you can't beat the cold running driveability. Also, I continuously had to fuss with the idle with carbs. D-jet was worth it just to be able to avoid the constant idle adjustments.
 
bill said:
I would (and do) keep a set of carbs around if you go with D-jet.
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Here's hoping the djet parts remain available. :shock: But if you follow Bill's advice, it's not just the carbs. Don't forget manifolds, throttle linkage and filters. ;)

For simplicity sake (not originality or performance) there is always the single four barrel and single manifold package. It may require less closet space and there are less parts to get lost. :?



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Is there any diagram for injector wire connections? Would like to restore it.

Thanks
 
I have the D-Jet in my CSL. It was fully rebuilt, all new fuel lines, injectors, harness and all wired up to a Haltech. It’s sublime and the Haltech is so intelligent - giving a perfectly smooth tune and immediate starting every time.

Spend the money to get your FI all refurbished, chuck away the original ECU and go Haltech or Megasquirt. Expensive to get E9 FI running perfectly but when it is, it’s better than having carbs imo.
 
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I am running sometimes on 4 cylinders and up to 2 cylinders but then all of the sudden it runs OK ... I installed new injectors same thing is happening. I thought there is problem in injector connectors or maybe wiring. Today I wanted to check wires and their condition is superb so I decided to only replace injector connectors but before I measured with voltmeter some strange stuff. On first injector connector both pins have ground and on second injector connector as well but when I moved car a bit on second injector one pin was positive as it should be.

So I am confused as hell that I why I asked for wiring diagram before I take everything apart.
 
FI all the way, more power, more reliable, better driveability and better fuel economy. If you ever needed a part that was NLA it wouldn't be that difficult to convert to a later injection system provided you could handle the fact your car was non original but then it wouldn't be if you put carbs on either. Heck a decent/clever auto electrician could even splice a stand alone ECU into the original harness if necessary, it's not the easiest task as all the wires were white but it's doable and that way it would mostly look stock in the engine bay.
 
I had a similar problem with mine, suspected the fi contacts in the base of the distributor even though the tested correctly when rotating the engine 180 degrees.
I installed a 123 distributor, it was like a different car, runs really well now.
 
The Djet system works on manifold pressure (d for druck. German for pressure) if you change your camshaft you will have to swap to a programable ECU. Not a difficult job. I have used two, Haltech and Autronic.
 
If these cars were 1971 911 Porsches I would pick an S over a T every time.
 
I have the D-Jet on both my E9 and '72 MBZ 280SE 4.5L V-8. Simple, and super-reliable system. Parts are available and rebuild-able. I highly recommend it.
Good resources in Europe as well as the US: https://www.eps-elektronik.com/bmw-...ne-control-units/0280001007_en.php?0280001007
Dr. D-Jet is a phenomenal resource. He rebuilds MAP sensors, and teaches D-Jet maintenance: https://oldtimer.tips/en/d-jetronic
Although this was written by a Porsche 914 6 cyl. D-Jet owner, it's a fantastic technical resource: https://members.rennlist.com/pbanders/djetfund.htm
For repair of connectors: https://www.djetparts.com/
A good technical description: http://w107.pbworks.com/f/DJetronic.pdf
 
everyone has there opinion
yet seems to me injection is so much more efficient
maybe im wrong
but id do that if the have the option.
 
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