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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, ti@amb.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
 in pulses.
 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,
 and KE-Motronic.
 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
   ///    ti@amb.org
  //////  http://metalab.unc.edu/tkan/
 /// >>

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