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The final car to use K-Jetronic was the 1994 Porsche 911 Turbo 3.6. Fuel is pumped from the tank to a large control valve called a fuel distributor, which divides the single fuel supply line from the tank into smaller lines, one for each injector.
The 900 in 1979 was available in three versions of the B-engine: The GL had the single-carb 100 PS (73.5 kW) engine, the GLs had twin carburettors rated at 108 PS (79 kW), the EMS and GLE had Bosch jetronic fuel injection rated 118 PS (87 kW), and the 900 Turbo was rated at 145 PS (107 kW). The only bodywork originally available was the three ...
A low injection pressure results in a low relative air-fuel velocity, which causes large, and slowly vapourising fuel droplets. [8] Therefore, the injection timing has to be precise to minimise unburnt fuel (and thus HC emissions). Because of this, continuously injecting systems such as the Bosch K-Jetronic are obsolete. [1]
By the mid-1980s, JECS were using LH-Jetronic, and the new Bosch hotwire mass airflow meter. The early JECS LH-Jetronic systems were based on a Motorola 6800 architecture, using many Hitachi components. The earliest hotwire meters were still from Germany, but by the end of the 1980s all of the system components (pumps, sensors, injectors, ECU ...
In 1974, Bosch introduced the K-Jetronic system, which used a continuous flow of fuel from the injectors (rather than the pulsed flow of the D-Jetronic system). K-Jetronic was a mechanical injection system, using a plunger actuated by the intake manifold pressure which then controlled the fuel flow to the injectors. [55]
E - high compression, no catalyst, mechanical fuel injection K-Jetronic; BxxET - K-Jetronic turbo; B2xxET - Motronic controlled electronic fuel injection, turbo. F - low compression (9.8:1 on B230F, 9.5:1 on B280F, 10.0:1 on B234F and 10.7:1 on B204F), US/Europe version (F for Federal) with catalytic converter. Europe/APAC version, fuel ...