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RE: WOT switch

Gerard wrote:

	>These cars were imported into the country as far as I
	>They came with all the fittings and were "modified" when they 
	>landed, this is what the tech told me. Last night, in an
attempt to
	>find this lambda sensor (and being stupid enough not to know
that I
	>needed to look for it from the bottom of the car)

I don't know if there are any differences between US 5KTs and South
African 200s, but on my car the lambda sensor is located on the top of
the downpipe right after the turbo and is easily visible looking from

	>> Besides, when the car with catalytic converter is run on
	>> leaded fuel, the cat soon goes south and can get clogged with
	>No cat as far as I can see. Someone put on a Brospeed muffler
	>the middle. Audi indicate explicitly  to run the motor on 93
	>leaded fuel at the coast and at altitude and not to use any
	>fuel. Why?

So what's the point of fitting a lambda sesor into the car with no
catalytic converter, except if both the lambda sensor and the cat were
removed, but then again, what's the point in importing car with
_expensive_ catalytic converter just to throw it out?

	>I was told they reverted back to the normally aspirated
	>systems. How they did or whether it was done is heresay.
	>I can confirm the that the it runs some K-Jet injection, but as
far as I
	>can tell from the Haynes books the turbo models run KE-Jet
	>is the one with fully electronic ignition (FEI). How to confirm
	>visually? KE as far as I know is  K, but with Electronic

That's not true. All Bosch injection systems except Motronic are
independent from the ignition system. All Turbo models use K-Jetronic
injection and fully electronic ignition system controlled by Hitachi
made computer. The computer that controls the ignition also controls the
boost level and is responsible for fine adjustment of the mixture. This
is done, however, by an external device called "frequency valve" that
alters the control pressure of the injection system. The frequency
valve, ingition computer etc. are not parts of K-Jetronic system, but
add-on devices that can alter it's operation.
The KE-Jetronic system is a system derived from the mechanical
K-Jetronic system, but already designed by Bosch to be electronically
controlled. It incorporates an air metering plate position sensor, an
ECU and a solenoid built into the fuel distributor, which acts in a way
similar to the frequency valve. It can probably be identified by a
number of wires connected to the metering unit, but wait until tomorrow
so I'll check it in books. KE-Jetronic system is still independent from
the ignition system, though.

	>Is this KE-III? I understand that that was the last type fitted
	>those shaped motors. I don't have that at all. Mine, as far as
	>can determine, is KE-Jetronic. the ECU is MAC13, at least the
	>indicates that. 

The KE-Jetronic (official Bosch name) system is sometimes referenced as
CIS-IIIE or something like that in English language literature. This was
fitted to the NF normally aspirated engines. To the best of my knowledge
it wasn't fitted to any turbocharged engines.

	>Don't the normal distributors have a vacuum line and
	>the electronic ones have a electrical connector on the side?
	>has the electric plug connected to it. 

You are right, but as I already said, the ignition system is independent
from the injection system (and the computer is made by Hitachi <grin> )

	>There is a frequency valve
	>on the throttle. I will be confirming existance of the lambda
	>There is no cat attached.	

The frequency valve is not on the throttle. It is located behind the
fuel distributor (easier heard (buzzes) than seen).

Aleksander Mierzwa
Warsaw, Poland
87 Audi 5000CS turbo (mine)
88 Renault Medallion wagon (mom's)
91 mountain bike (just in case both cars broke at the same time :-)