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K-Jetronic debuted in the 1973.5 Porsche 911T in January 1973, and was later installed into a number of Porsche, Volkswagen, Audi, BMW, Mercedes-Benz, Rolls-Royce, Bentley, Lotus, Ferrari, Peugeot, Nissan, Renault, Volvo, Saab, TVR and Ford automobiles. The final car to use K-Jetronic was the 1994 Porsche 911 Turbo 3.6.
The KE Jetronic system varied from the earlier, all mechanical system by the introduction of a more modern engine management "computer", which controlled idle speed, fuel rate, and air/fuel mixture. The final car of the 18 years running 107 series was a 500SL painted Signal Red, built on 4 August 1989; it currently resides in the Mercedes-Benz ...
In the mid-1980s, Lucas developed the 13CU system by revising the Bosch L-Jetronic system and adding an electronic diagnostics capability to comply with California Air Resources Board requirements. The design of the 13CU also deviated from the original L-Jetronic design in that it used a hot-wire air mass sensor rather than the Jetronic's ...
The M110.984 was the first engine with the new Bosch K-Jetronic injection. This system is mechanical. The air that is taken in is weighed to then determine the amount of fuel to inject. Power output: 130 kW (177 PS; 174 hp) at 6000 rpm up to April 1978; 136 kW (185 PS; 182 hp) at 5800 rpm from April 1978. Applications: 1975-1981 280E (W123)
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A 2.0 L multi-point fuel-injected (KE-Jetronic) variation of the M102.921. An "E" was added to the model of the vehicle (standing for "einspritzung", the German word for fuel injection). This engine is identified by TSZ ignition and multiple belts for the alternator, power steering and air conditioning compressor (where fitted).
Early models -95 to -97 has a HFM-motronic, hot-film type air/fuel metering device, and -97 to -2002 with ME2.1 motronic. The later system also has a magnet on the intake camshaft, and gives signal to ECU, to assist the motor in producing more torque at low revs.
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