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Re: Motronic or KE-Jet? A new (but long) twist
In a message dated 6/20/99 11:05:57 PM Mountain Daylight Time, firstname.lastname@example.org
<< Sorry for a long winded reply below, but I believe there is confusion of
terminology's here... You are confusing L-Jetronic with Motronic.
The K and KE-Jetronic family of injection systems use a fuel distributor
with an air flow sensor plate and the injectors spray "K"ontinuously
while the engine runs. The L-Jetronic on the other hand uses
eletronically-controlled injectors mounted on fuel rails that spray
Early K systems are completely mechanical with no electronics
other than the electrical fuel pump and the heating elements in various
regulators. Early-80s K systems got an analog ECU and frequency-valve
controlled OXS system. The KE systems changed to using a differential
pressure regulator that is controlled by the ECU. The L systems always
had an ECU, the LH systems uses a hot wire air mass sensor instead of the
earlier air flow flap.
All early versions of K and L based systems, if it has an ECU at all,
generally manage only the fuel system and not the ignition. The ignition,
if electronic, usually had a separate control unit.
Bosch calls a system "Motronic" when the fuel and ignition systems are
integrated into one digital ECU.
BMW and Porsche began using L-Motronic since around 83-84 or so, and Audi's
first use of K-Motronic in a US model (in a non-turbo application) is
the 1988-89 Audi 80 4-cylinder.
Curiously, the system used in the Audi 5000 turbos and UrQ is
"K-Jetronic" even though it had all the characterics of a "Motronic"
system (fuel, spark and boost all managed by one digital ECU). This
is probably because these Audi systems used Hitachi ECUs instead of Bosch.
To make this all even more confusing, VW and Audi chose to call the K
systems CIS, CIS-E and CIS-III, corresponding to K-Jetronic, KE-Jetronic,
96 A4 2.8 quattro
84 5000S 2.1 turbo
80 4000 2.0
/// Ti Kan Vorsprung durch Technik
/// AMB Research Laboratories, Sunnyvale, CA. USA
A perfect example of this is the all VW 16 valves after 90. All have CIS and
are basically mechanical fuel injections systems but the fuel control is one
with the ignition control. My question is now what is VW's Digifant system
cause it is Bosch too and it is not CIS but rather EPFI and they even put
this on their 5 cylinder engines (code AAF). At 2.5 liters this system
produces amazing torque at low RPM's more than my 4000 for sure. It has
knock sensing and all those goodies too. Maybe time to think about a new
conversion? You can supercharge it too I.E. the Digifant I Volkswagen
Corrado G60 coupe. I think I have a new idea here maybe I will have to
implement and see how it goes. That 5 cyl's stats are 109 horsepower @ 4,500
RPM, and 140 lb.-ft @ 2,200 RPM. That is out of a 1993 VW Eurovan probably
with a crappy exhaust system and a not so great layout and I read in motor
trend that it pushed that bulk of metal to 60 in 16 seconds. I figure in my
car that means at least 10 right super charge it and you get a car that can
run low 6's maybe 5's with some of the best Turbo cars. I would like feed
back on this one if anyone has any. And opinions too.
4000 CS quattro
Type 1 Sedan
For Sell 86 Cavalierr