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"Boy after reading all that once, I think that's why I'd love to have carbs."
• I'm sure a switch to (one) carb is possible, but have no advice on the details. Your problem here (assuming it's what I suggested) is extremely rare and usually brought on by long periods of not running. My only case was when resurrecting an '80 240 that hadn't run in 10 years. But it fired right up on whatever was in the tank when I replaced the snapped timing belt. I should have replaced the gas right then, but didn't. So 2 or 3 days later that Control Plunger decided to stick. Has your car been inactive for any long spells? Or is there any other reason to suspect bad gas?
"This is all Greek to me, but I'll break it down and try to step by step solve this problem. Thanks to all with your input on this. "
• Not knowing your experience level, I laid out what I know about K-Jet as simply as I could—hoping that the first 2 paragraphs would support my stuck plunger theory as something that could possibly be fixed. And maybe give you something to discuss with your mechanic (who may not know about the possible fix).
• Generally speaking, K-Jet FI is very reliable. But it does have some exceptionally close tolerances, especially in the Fuel Distributor. Just for background it was/is used on U.S. 240s from 1976 thru the 1985 Turbo and all over the world on everything from Alfa-Romeo to Rolls Royce–including Audi, BMW, Mercedes, Porsche, Saab, and VW.
"What can anyone do to solve this from happening again? Is there fuel additives that can be used?"
• Any auto/parts store should have many choices of fuel system and injector "cleaners" you could use. Chevron's "Techron" has a good reputation.
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Bruce Young, '93 940-NA (current), 240s (one V8), 140s, 122s, since '63.
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