When Porsche Turbo came, it was set up with K-jet...
Olaf
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| Author: | olafla [ Sun Jul 20, 2014 7:50 pm ] |
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When Porsche Turbo came, it was set up with K-jet... Olaf |
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| Author: | oldskoolracer [ Mon Jul 21, 2014 9:46 am ] |
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...And then every company in the world eventually went full electronic... The injector bosses may be the biggest issue in the systems, Im not very familiar with the M/B or Volvo set-ups but I know the injector assembly in my golf is pretty sophisticated... |
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| Author: | Marksman [ Thu Jan 29, 2015 4:11 pm ] |
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Dragging up an old thread, but has anyone ever considered the L-jet used on 280z and zx's? They were probably used on others, but those are all i know of. The system seems relatively simple and I know they last forever. My dad has had a few 280zx's with well over 300K miles on them with no problems. My 82 280zx has about 220k on it and sits for months at a time and always starts up first turn of the key. My 80zx did the same until a rat ate through some wiring and when I turned the key on the smoke got let out of some stuff. I wish dodge would have kept the / for a few more years so that it would have got injection too.. |
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| Author: | Matt Cramer [ Tue Feb 10, 2015 8:59 am ] |
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L-Jetronic was a basic fuel only controller based on a vane air flow meter which was often a bit restrictive. Not sure if there was ever much of any way to retune them. The vane air flow meter would make it adjust OK for low air flow conditions, but they're often pegged wide open around 4000 RPM and full throttle. Full throttle fueling was triggered by a microswitch on the throttle and used a table of pulse width vs RPM. |
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