Rebuilt Tii Warm Up Regulators Available Again

The 2002tii warm up regulator has been no longer available (NLA) from BMW for some time.  2002 Haus in San Luis Obispo, California has them now in stock as a fully rebuilt part.  There is a core charge of $150 per unit or you can ship your faulty unit to them in advance.  Units for all 3 years of Tii models are available and can be specified which type when ordering.

BMW 2002tii Warm Up Regulator - PN 13-51-1-256-543
Warm Up Regulator – BMW Part Number 13-51-1-256-543

For more information on the items, visit the web site www.2002haus.com

Thermo time relay wiring harness replacement

Question:

My ’72 tii temp time switch electrical connection (plastic plug end) has snapped off from wire fatigue. Are there any pigtails that I can splice into the wiring harness? Any there other solutions to make the connections down in the cup of the switch?

Answer:

Other than carefully stripping each wire and mounting individual female spade connectors, we’re not aware of anything available that retrofits that connector unfortunately. BMW did use that same connector for Tii and later model cars fuel injection systems using a similar Bosch thermo time relay box. The entire cable setup including the connector you have which failed, and the other wires which reach a ground, the sender on the water tube and cold start valve on the throttle body is still available new from BMW. The part number is 61 12 1 354 671 and the current list price is $62.00. It is shown as item 13 below.

The protective rubber boot for the 2-prong connector is # 61-13 1 352 793 from BMW (Mobile Tradition). For some strange reason, it’s not listed for the tii, but under the 3.0 series cars. My thanks to Bill Williams for this tip.

My ’72 tii temp time switch electrical connection (plastic plug end) has snapped off from wire fatigue. Are there any pigtails that I can splice into the wiring harness? Any other solutions to make the connections down in the cup of the switch?

Other than carefully stripping each wire and mounting individual female spade connectors, we’re not aware of anything available that retrofits that connector unfortunately. BMW did use that same connector for Tii and later model cars fuel injection systems using a similar Bosch thermo time relay box. The entire cable setup including the connector you have which failed, and the other wires which reach a ground, the sender on the water tube and cold start valve on the throttle body is still available new from BMW.

The part number is 61 12 1 354 671 and the current list price is $62.00. It is shown as item 13 below


Comment of Jim Gerock (2008-06-29 16:23:25): The protective rubber boot for the 2-prong connector is # 61-13 1 352 793 from BMW (Mobile Tradition). For some strange reason, it’s not listed for the tii, but under the 3.0 series cars. My thanks to Bill Williams for this tip.

Kugelfisher Pump Rebuilders

Q. Would someone please recommend a reliable source for rebuilt pump and injectors for the tii?

A. The following are well known pump re-builders in the USA.

Jerry Fairchild Industries
5242 Westside Road
Redding, CA
530 241-1592
Contact: Robert Fairchild

H & R Fuel Injection
1648 C Locust Avenue
Bohemia, NY 11716
516 589-1600
Contact: Hans Utke

Mashinter Research Center
414 9th Street
Rockford, IL 61108
815 226-3422
Contact: Bill Mashinter

Pacific Fuel Injection
153 Utah Avenue, #B
South San Francisco, CA
650 588-8880
Contact:  Gus Pfister

Precision Automotive Research
901 Hillside Drive
Bensenville, IL 60106
630 766-4402
Contact: David M. Redszus

Ingram Enterprises, Inc.
15613 Peterson Road, Bldg C
Burlington, WA 98233
360.707.5701
www.wesingram.com
Contact: Wes Ingram

Last updated: 2/20/2010

Kugelfisher Injection Pump Technical Operations and History

Orignal article by: Jeff Mulchahey

It strikes me that some confusion exists over exactly which Kugelfischer mechanical injection pumps were used on which models of cars and in which market.

First, the 2 liter engine with mechanical fuel injection vas used in several cars which we really newer saw in this country.

Aside from the ’02 series, what we know as the tii motor BMW also used in the older 2000 sedan and the first 5-series body.

Here is a partial breakdown on which cars used which pump, excluding limited rarities such as Alpina, racing, or Turbo derivatives.

Model 			Pump Designation  	Kugelfischer Number
1969-71 2000tii  	PL04-124.01A-1 & A- 2 	92 004 010
1971 2000tii and  	PL04-124.01 B-1 or 	92 004 011
1972- 73 2002tii 	PL04-124.01 C-1  	92 004 012
1974 2002tii(USA) 	PL04-124.02 A-1  	92 004 020

The early cars utilized a slightly different throttle linkage arrangement which lead to the A-series pumps not being interchangeable with the B-series or later pumps. The later (i.e. 1974) USA market cars utilized a pump (124.02) which contained a different fuel delivery cam (see below). Interestingly, my 1976 hard copy parts books shows that the early European and USA cars used the same pump 13 51 1 256 536 (BMW number, new parts only are listed here-not AT or Yl numbers) which is superseded to 13 51 1 259 887. This 887 pump is listed for European only models while the later ’74 USA cars used the unique number 1351 1 259 535. However, my 11/85 microfiche shows only the 13 51 1 259 882 part (the AT version of the 887 part) and the 13 51 1 259 535 part as being available, with the former applied to European models and the latter applied to US models.

Two things become apparent from this. First is that the earlier USA market cars carried the same injection pump as did their European contemporaries. To support this, a local 1972 USA market tii carries a pump labeled PL04-124.01 B-1 and 92 004 011 and Chris Achleithner tells me that the 92 004 Oil pump is the prevalent version in Bavaria. Second, I conclude that the pump shown currently as the European pump is functionally the same as the early USA pump with the V7 cam while the “current” USA pump (259 535) is in fact the later USA version. According to Kugelfischer literature, the 124.01 At and A2 pumps differed from later pumps insofar as a running change occurred in the throttle body which made those pumps incompatible with the later throttle bodies due to alterations in the cam which complement changes to the throttle. pump with the V6 cam. My 11/73 microfiche for the 2000tii agrees with the 1976 2002 book. I further suggest that although the above information on pump designation vas obtained from Kugelfischer publications and shows that the various pump had differing designations at Kugelfischer, BMW AG considered all the 124.01 pumps to be functionally identical except the 1974.

I have included as figures a copy of a graph by Dave Redszus which vas published in a previous tii Register Newsletter. In it, Dave shows fuel delivery profiles for the V6 and V7 pump cams. The positions P1, P2, P3, and P4 correspond to the idle, low partial throttle, high partial throttle, and full throttle pin settings at the enrichment lever on the engine-side of the pump. The V6 cam vas used on the 1974 models while the V7 cam vas used on earlier cars. Recall that the 1974 USA cars had to meet more stringent exhaust gas emission standards and that most of the emission tests were done at idle and under part throttle acceleration. This probably explains why the V6 cam is leaner than the V7 cam at low speeds. As discussed above, it appears that all the tii pumps except the 1974 USA pump used the V7 fuel profile while the 1974 USA pump used the Y6 cam.

Throttle Body Care

There are 3 points of wear on the throttle body:

  1. the pair of bearings that guides the shaft of the throttle activating cam
  2. the bearings for the throttle butterfly pins
  3. the working side (vertical face) of the throttle activating cam.

Proper maintenance is to put, once a month, a drop or two of oil – I use Gunk spray motorcycle chain oil on the bearings and a wipe of grease on the side of the cam.

The rear section of the butterfly housing will gradually accumulate a coat­ing of blow by, which enters at the vacuum nipple from the breather hose. Remove the air filter; put a brick on the accelerator pedal to hold the butterfly valve in full-throttle position; and spray the inside of the butterfly housing with carb spray. The first tine you do this, it will be necessary to work the deposits with a stiff toothbrush and then carefully work them out with a heavy-duty kitchen towel. There are sharp edges in­side the housing; doubtless, small slivers will be cut off the toothbrush. Be sure to remove all slivers with your paper towel to prevent their be­ing sucked into the induction tract. Spraying the inside of the throttle housing – the butterfly in full throttle position – once a month thereafter should keep it clear of blow by.

Each time you clean the inside of the throttle housing, allow the carb cleaner to dissipate. Then put two drops of oil at the joint of the lower butterfly bearing and, after removing the cap at the top of the throttle body, on the upper bearing. Replace the cap and tighten its two screws. Remove the brick. Work the full range of the accelerator pedal 5 to 10 times. Then reinstall the air cleaner.

Do not use WD-40 to lubricate the 2 pair of bearings. Although it will provide protection against bearing wear, WD-40 attracts dust, which snafus the idle-—it drops and remains down, or it hunts. The dust may also con­tribute to Co variation. The Kugelfischer pump has its own peculiarities at idle; don’t add to them.