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The temperature sensitive parts are basically the CPR, the AAV, the TTS which triggers the Cold Start Injector (CSI). These parts are their to assist on cold starts and running of a cold engine in order to get the engine up to normal operating temperature. The fuel accumulator is a part used to help with warms start though it is not temperature sensitive. The fuel accumulator maintains fuel line pressure after a shut down of the warmed up engine in order to prevent vapor lock in the fuel lines and to make warm start a lot easier. Your system could also be equipped with a Impulse Relay that basically is another TTS but for a warm engine. The Impulse Relay allows the CSI to spray fuel in pulses into the warm engine to help assist with the warm starts.
Usually bucking on a warm K-Jet engine means that your running too lean. Cracks in hoses, gaskets, worn injector seals, or a cracked/worn fuel distribuotr boot all cause air to sneak by the Air Flow Sensor plate in the fuel distributor thus not allowing the correct fuel mixture to enter the engine. The AFS needs to measure all air entering the engine in order to move the fuel distributor plunger enough so the injectors get the right amount of fuel. To help troubleshoot air leaks you could get a spray bottle filled with water and squirt water everywhere a hose meets, runs, where gaskets meet, all around the fuel distributor boot, and all around the injector seals. The water will close any air leaks and help raise the idle for a second thus telling you that air is entering the system at the location you just sprayed. You can also you carb/intake cleaner if you have some on-hand.
If your car has the Lambda Sond System the you should make sure that the grounds that connect to the intake manifold for the O2 Sensor System are tight and clean. I had lot of bucking on my 79 264GL with the K-Jet system and it ended up being that the Lambda Sond (O2) System was not grounded well enough so it would be turning off and on. In turn the frequency valve that the system controls was not allowing enough fuel into the engine so I was always running very lean.
Finally, some K-Jets did come with a Constant Idle Sysytem (CIS) that used a small microswitch by the throttle spool to determine when the throttle was fully closed so that the system could regulate the idle in order to keep the idle steady. If the microswitch by the throttle spool does not click the instant the throttle is opened then the engine could still be thinking the throttle is fully closed thus it is not allowing the K-Jet System to take over and deliver the right amount of fuel to the engine. Instead it is sending only a small amount of fuel into the engine in order to maintain the smooth idle thus you buck cause your running to lean.
My time with the K-Jets System always points me to air leaks that cause the lean idle (with the exception of the O2 System ground). Take a good luck under the hood and see what you can find. I have included a diagram that has the standard layout of the K-Jet System to give you an idle where air leaks can be found. There are a lot of people that will say that a K-Jet car will never hold a steady idle and thats just bull. Both my 79 264GL & my 79 262C hold a steady idle no matter if the engine is cold or warm. My 84 245DL has a hunting idle and I'm still working on it but it goes to show you that any system can be made to work right if it gets the right kind of attention. Hope this information helps. Good Luck!
Sincerely,
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Julio Meza 1979 264GL B27F 125K --> BW55->M46, CLS, IPD Sway, 81+ Dash, Gauges, Flat Hood 1979 262C B27F 160K --> Restore Project w/Possible B280F 1984 245DL 214K -->Wifemobile
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