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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.
From 1975 onward they used the K-Jetronic mechanical fuel injection system, a less complicated system that proved to be much more reliable in the long run with injectors costing significantly less than those used on the D-Jetronic system. The W116 equipped with the K-Jetronic system used a cast-iron fuel distributor which can be prone to rust ...
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] Also in 1974, Bosch introduced the L-Jetronic system, a pulsed flow system which used an air flow meter to calculate the amount of fuel required. L-Jetronic was widely adopted on ...
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 ...
The M110.98x and .99x engines are fuel-injected engines, with Bosch D-Jetronic up to the .983 and K-Jetronic from the .984. All M110 engines have a displacement of 2.7 L; 167.6 cu in (2,746 cc) and a bore and stroke of 86 mm × 78.8 mm (3.39 in × 3.10 in). Firing order is 1-5-3-6-2-4. Amount of coolant in the radiator was 11 litres (2.9 US gal ...
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The use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up— the 911 and 911S models, retaining the narrow rear wings of the old 2.4, now had a detuned version of the RS engine producing 150 and 175 PS (110 and 129 kW; 148 and 173 hp) respectively.
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