Bosch Ke-Jetronic Service Manual

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K-Jetronic Fuel Distributor service manual file cannot be uploaded locally as it is more than 2Mb.I really should have had these advices much earlier. Hope these instructions could be linked somehow into our EGV107. The site includes MB Forums, News, Galleries, Publications, Classifieds, Events and much more. You should upgrade or use an alternative browser. It is the manual, including specs, and tuning information. Bosch K-Jetronic Fuel Injection Manual Here you go! Its good read if youve been having fuel issues. Ive been having hot start problems with the 107 after reading this again I'm thinking fuel accumulater It acts like vapor lock. What do you think? The site includes MB Forums, News, Galleries, Publications, Classifieds, Events and much more. Technology-minded owners of historic and recent classics can participate in special training courses on Bosch systems that are more than 20 years old. With the help of the electronic control unit a more precisive fuel metering is possible (compared to conventional carburetors) so that the more stringent emission standards could be matched. To reduce fuel consumption and to meet more stringent emission standards the electronically assisted KE-Jetronic followed soon. The injection is more exact and safer than the D-Jetronic. As time moves on the ignition systems changed. The used mechanics are complex. If one of them fails the vehicle is no longer ready-to-use. Both products have influence on other products and systems within the vehicle. In addition to the intensive theoretical background, technical knowledge is communicated with hands-on examples on the vehicle. You can bring your own vehicle. An inspection cannot be guaranteed and depends on the available time. Without these cookies the website will not work properly. Please activate cookies and refresh your browser. After the refresh a cookie management dialog will be shown. If you are the domain owner please click here to renew it. https://creationstationdance.com/wp-content/plugins/formcraft/file-upload/server/content/files/1626d8897e812a---3m-thermofax-manual.pdf

The Sponsored Listings displayed above are served automatically by a third party. Neither the service provider nor the domain owner maintain any relationship with the advertisers. In case of trademark issues please contact the domain owner directly (contact information can be found in whois). For the Indian sports federation, see Modern Pentathlon Federation of India. System design and configuration affects and takes account of a variety of factors, including:This can mean easier engine starting, smoother and more consistent throttle response, better adaptation to a wider range of altitudes and ambient temperatures, smoother idling, decreased maintenance needs, better fuel efficiency, and cleaner exhaust.The more consistent and predictable composition of the exhaust makes emissions control devices such as catalytic converters more effective as well.Fuel injection was in widespread commercial use in diesel engines by the mid-1920s.See Diesel engine.The Hesselman engine was a low compression design constructed to run on heavy fuel oils.This was basically a specially lubricated high-pressure diesel direct-injection pump of the type that is governed by the vacuum behind an intake throttle valve. (Modern diesels only change the amount of fuel injected to vary output; there is no throttle.) This system used a normal gasoline fuel pump, to provide fuel to a mechanically driven injection pump, which had separate plungers per injector to deliver a very high injection pressure directly into the combustion chamber. The 1954 Mercedes-Benz W196 Formula 1 racing car engine used Bosch direct injection derived from wartime aircraft engines. Following this racetrack success, the 1955 Mercedes-Benz 300SL, the first production sports car to use fuel injection, used direct injection. BAIGIANGTOANHOC.COM/upload/files/cannon-scout-owners-manual.pdf

The 1955 Mercedes-Benz 300SLR, in which Stirling Moss drove to victory in the 1955 Mille Miglia and Pierre Levegh crashed and died in the 1955 Le Mans disaster, had an engine developed from the W196 engine. The Bosch fuel injectors were placed into the bores on the cylinder wall used by the spark plugs in other Mercedes-Benz six-cylinder engines (the spark plugs were relocated to the cylinder head). Later, more mainstream applications of fuel injection favored the less-expensive indirect injection methods.The plunger connected to the fuel metering system that mechanically dispensed fuel to the cylinders via distribution tubes. The fuel meter adjusted the amount of flow according to engine speed and load, and included a fuel reservoir, which was similar to a carburetor's float chamber. With its own high-pressure fuel pump driven by a cable from the distributor to the fuel meter, the system supplied the necessary pressure for injection.However, they were a favorite in the aforementioned competition trials in which essentially wide-open throttle operation was prevalent.The early Bosch Jetronic systems were also used by Audi, Volvo, BMW, Volkswagen, and many others.This was designed to meet the U.S. emission requirements with no loss in performance and it also reduced fuel consumption.Most of the 35 vehicles originally equipped with Electrojector were retrofitted with 4-barrel carburetors. The Electrojector patents were subsequently sold to Bosch. This system was adopted by VW, Mercedes-Benz, Porsche, Citroen, Saab, and Volvo. Lucas licensed the system for production in Jaguar cars, initially in D-Jetronic form before switching to L-Jetronic in 1978 on the XK6 engine.In 1970, the Isuzu 117 Coupe was introduced with a Bosch-supplied D-Jetronic fuel injected engine sold only in Japan. In 1984 Rover fitted Lucas electronic fuel injection, which was based on some L-Jetronic patents, to the S-Series engine as used in the 200 model. {-Variable.fc_1_url-

Nissan also installed multi-point fuel injection in the Nissan Y44 V8 engine in the Nissan President. Toyota soon followed with the same technology in 1978 on the 4M-E engine installed in the Toyota Crown, the Toyota Supra, and the Toyota Mark II. In the 1980s, the Isuzu Piazza and the Mitsubishi Starion added fuel injection as standard equipment, developed separately with both companies history of diesel powered engines. 1981 saw Mazda offer fuel injection in the Mazda Luce with the Mazda FE engine and, in 1983, Subaru offered fuel injection in the Subaru EA81 engine installed in the Subaru Leone. Honda followed in 1984 with their own system, called PGM-FI in the Honda Accord, and the Honda Vigor using the Honda ES3 engine.This approach required additional sensors to measure the atmospheric pressure and temperature, to calculate mass flow rate. L-Jetronic was widely adopted on European cars of that period, and a few Japanese models a short time later.During that time period, the vast majority of gasoline-fueled automobile and light truck engines did not use fuel injection. To comply with the new regulations, automobile manufacturers often made extensive and complex modifications to the engine carburetor(s). While a simple carburetor system is cheaper to manufacture than a fuel injection system, the more complex carburetor systems installed on many engines in the 1970s were much more costly than the earlier simple carburetors. To more easily comply with emissions regulations, automobile manufacturers began installing fuel injection systems in more gasoline engines during the late 1970s. Although not part of the injection control, a catalytic converter further reduces exhaust emissions.Since the early 1990s, almost all gasoline passenger cars sold in first world markets are equipped with electronic fuel injection (EFI). http://www.whirlpool-beachcomber.at/wp-content/plugins/formcraft/file-upload/server/content/files/1626d88b64ecdb---3m-transparency-maker-manual.pdf

Fuel injection is gradually replacing carburetors in these nations too as they adopt emission regulations conceptually similar to those in force in Europe, Japan, Australia, and North America.Early injection systems used mechanical methods to meter fuel, while nearly all modern systems use electronic metering.Modern systems use a mass airflow sensor to send this information to the engine control unit. A throttle position sensor (TPS) provides this information. Other engine sensors used in EFI systems include a coolant temperature sensor, a camshaft or crankshaft position sensor (some systems get the position information from the distributor), and an oxygen sensor which is installed in the exhaust system so that it can be used to determine how well the fuel has been combusted, therefore allowing closed loop operation.Maintaining the correct fuel pressure is done by a fuel pressure regulator. Often a fuel rail is used to divide the fuel supply into the required number of cylinders. The fuel injector injects liquid fuel into the intake air (the location of the fuel injector varies between systems).To avoid fuel starvation when subject to lateral G-forces, vehicles are often provided with an anti-surge vessel, usually integrated in the fuel tank, but sometimes as a separate, small anti-surge tank.Click to see animation. The ECU interprets data from input sensors to, among other tasks, calculate the appropriate amount of fuel to inject.The duration that the injector is open (called the pulse width ) is proportional to the amount of fuel delivered. Depending on the system design, the timing of when injector opens is either relative each individual cylinder (for a sequential fuel injection (SFI) system), or injectors for multiple cylinders may be signalled to open at the same time (in a batch fire system).Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. BAIDUVPN.COM/upload/files/cannon-safe-owners-manual.pdf

( August 2020 ) ( Learn how and when to remove this template message ) In the 1980s, this kind of fuel injection began to supplant the carburetor on automotive engines. In these automotive systems, the amount of fuel injected is controlled by an electronic control unit acting in response to inputs from sensors monitoring factors such as manifold vacuum, engine temperature, engine speed, and barometric pressure. The system was called Throttle-body Injection or Digital Fuel Injection by General Motors, Central Fuel Injection by Ford, PGM-CARB by Honda, and EGI by Mazda ). Many of the carburetor's supporting components - such as the air cleaner, intake manifold, and fuel line routing - could be used with few or no changes. This postponed the redesign and tooling costs of these components.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( August 2020 ) ( Learn how and when to remove this template message ) This is in contrast to most fuel injection systems, which provide fuel during short pulses of varying duration, with a constant rate of flow during each pulse. Continuous injection systems can be multi-point or single-point, but not direct.K-Jetronic was used for many years between 1974 and the mid-1990s by BMW, Lamborghini, Ferrari, Mercedes-Benz, Volkswagen, Ford, Porsche, Audi, Saab, DeLorean, and Volvo. Chrysler used a continuous fuel injection system on the 1981-1983 Imperial.In contrast to automotive fuel injection systems, aircraft continuous flow fuel injection is all mechanical, requiring no electricity to operate. Two common types exist: the Bendix RSA system, and the TCM system. The Bendix system is a direct descendant of the pressure carburetor. However, instead of having a discharge valve in the barrel, it uses a flow divider mounted on top of the engine, which controls the discharge rate and evenly distributes the fuel to stainless steel injection lines to the intake ports of each cylinder. The TCM system is even more simple. It has no venturi, no pressure chambers, no diaphragms, and no discharge valve. The control unit is fed by a constant-pressure fuel pump. The control unit simply uses a butterfly valve for the air, which is linked by a mechanical linkage to a rotary valve for the fuel. Inside the control unit is another restriction, which controls the fuel mixture. The pressure drop across the restrictions in the control unit controls the amount of fuel flow, so that fuel flow is directly proportional to the pressure at the flow divider. In fact, most aircraft that use the TCM fuel injection system feature a fuel flow gauge that is actually a pressure gauge calibrated in gallons per hour or pounds per hour of fuel.Fuel pressure is similar to a single-point injection system.Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. ( August 2020 ) ( Learn how and when to remove this template message ) MPI systems can be sequential, in which injection is timed to coincide with each cylinder's intake stroke; batched, in which fuel is injected to the cylinders in groups, without precise synchronization to any particular cylinder's intake stroke; or simultaneous, in which fuel is injected at the same time to all the cylinders. The intake is only slightly wet, and typical fuel pressure runs between 40-60 psi.Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. ( May 2010 ) ( Learn how and when to remove this template message ) This fuel is then sent through tubing to the injectors, which inject it into the combustion chamber. The header has a high pressure relief valve to maintain the pressure in the header and return the excess fuel to the fuel tank. The fuel is sprayed with the help of a nozzle that is opened and closed with a needle valve, operated with a solenoid. When the solenoid is not activated, the spring forces the needle valve into the nozzle passage and prevents the injection of fuel into the cylinder. The solenoid lifts the needle valve from the valve seat, and fuel under pressure is sent in the engine cylinder. Third-generation common rail diesels use piezoelectric injectors for increased precision, with fuel pressures up to 1,800 bar or 26,000 psi.However, this was less efficient than the now common direct injection in which initiation of combustion takes place in a depression (often toroidal ) in the crown of the piston.Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. ( August 2020 ) ( Learn how and when to remove this template message ) By virtue of better dispersion and homogeneity of the directly injected fuel, the cylinder and piston are cooled, thereby permitting higher compression ratios and earlier ignition timing, with resultant enhanced power output. More precise management of the fuel injection event also enables better control of emissions. Along with this, the engine can operate with stratified ( lean-burn ) mixtures, and hence avoid throttling losses at low and part engine load. Some direct-injection systems incorporate piezoelectronic fuel injectors. With their extremely fast response time, multiple injection events can occur during each cycle of each cylinder of the engine. Some manufacturers combine direct injection with port injection, such as in the Toyota 2GR-FSE V6 and Volkswagen EA888 I4, which helps to prevent carbon build-up.A gas-filled hollow core is then formed along the centerline inside the injector due to centrifugal force of the liquid sheet. Because of the presence of the gas core, the discharge coefficient is generally low.Residual pressure can remain in the fuel lines long after an injection-equipped engine has been shut down. This residual pressure must be relieved, and if it is done so by external bleed-off, the fuel must be safely contained.Retrieved 28 June 2016. Retrieved 1 May 2015. Retrieved 26 August 2017. Krause Publications. p. 16. ISBN 978-0-89689-278-1. Retrieved 1 May 2015. Archived from the original on 27 October 2011. Retrieved 8 November 2018. Retrieved 11 June 2019. Retrieved 20 January 2014. Retrieved 1 May 2014. By using this site, you agree to the Terms of Use and Privacy Policy. The construction and opera-tion of the K-Jetronic (CIS) feu l injection system is When installing the mixture control unit, tighten thedifferent from other feu l injection systems. The fastening screws uniforml.ytechnical instruction booklet Fuel Injection - Con-tinou us Injection System (CIS) at the back of the Whenever work is performed on the feu l injectionmanual describes the components and operation of system, the idle and CO msu t be adjusted.the K-Jetronic feu l injection ssy tem in detail. Athorough understanding of the variosu compo- How to su e this manau l. Use the trobu le-shootingnents is required before working on K-Jetronic fuel chart to find the casu e(s) for a giev n smy ptom. Thesystems. casu e colmu n will indicate what component(s) should be tested. Each component test instrcu tion isBefore trobu le-shooting, testing or adjsu ting the a complete instrcu tion. One component may beK-Jetronic feu l injection system, the ignition sys- checked by folloiw ng the test instrcu tions for thetem and the mechanical system of the engine specific component, or the entire ssy tem can be(compression, av lev timing, etc.) must be iw thin checked by folloiw ng all the component instructionsspecification and operating properly. Verify that in order. these systems are in proper ow rking order beforeproceeding fru ther. The Tool List and Component Location sections will help identify the necessary tools and help locateK-Jetronic fuel ssy tems have an electric safety ev hicle components to be tested. Specific compo-circuit hw ich prevents the electric feu l pmu p and nent remoav l and installation information can beother electrical devices from operating unless the fonu d in Mounting the Pressru e Tester and Com-engine is running or being started. The electric ponent Repair The Electric Wiring Diagram sectionsafety circiu t can be bridged to apply voltage to any shosw how to bridge the electric safety circuit toelectrical component iw thotu rnu ning or starting apply voltage to electrical components iw thotu rnu -the engine. This procedru e can be found in the ning the engine. Replacement parts lists and com-Electric Wiring Diagram section of the manau l.After starting, the valevopens by means of an electric heating element.Several component tests (Axiu liary Air Valve andWarm-up Regulator) reqiu re that the engine is cold.For cold tests, the engine msu t not have been runfor several hours, preferably overnight.Most ev hicles since 1978 have fuel distributorshw ich su e psu h valev s in the system pressru eregulator to maintain pressru e. Several componenttests require special testing procedures for feu ldistribtu ors with push av lves. The Fuel Pump sec-tion describes in detail how to identify a fuel dis-tributor iw th a push valve in the ssy tem pressru eregulator.Thorogu hly clean the fuel fittings before removingany fuel lines. Dirt must not enter the fuel systemunder any circumstances. Do NOT bend the steelfeu l lines. The Start Valev is located on backof intake manifold below the venturi assembly. Electric feu l pmu p not operating (see Fuel Pmu p) Defectiev cold start ssy tem (see Cold Start Ssy tem) Leaking cold start av lve (see Cold Start System) Incorrect cold control pressru e (see Warm-pu Regulator) Warm control pressru e too high (see Warm-pu Regulator) No. Any air dranw into the engine withotu passing through the air flow sensor iw ll casu e a lean air-feu l mixture condition and improper engine operation. To test for air leaks, remoev the otu let hose from the auxiliary air valev and pressurize the hose with com- pressed air. Hold the throttle plate open and coat all air fittings (arrosw below) with soapy aw ter. Bbu bles indicate a leak. Remoev the rubber boot from the air flow sensor. Bridge the electric safety circuit (see Electric Wiring Diagram). Switch the igni- tion on for 10 seconds to apply control pressru e to the plunger. Fully lift the sensor plate pu by hand to its maximmu deflection as shown. Even resistance must be felt over the entire leev r moev ment. If not, the air flow sensor plate is not moiv ng freel,y (see belo)w. Now psu h the sensor plate donw rapidly, almost back to its rest position. The plunger will not follow the rapidly moiv ng sensor plate, btu the shock of the plunger hitting the sensor plate lever when it does come donw must be felt. If this cannot be felt, the plnu ger is not moiv ng freel,y (see belo)w. Flu ly lift the air flow sensor plate up to its maix mmu deflection. When released, the sensor plate must fall back to its rest position after bouncing once or twice on the spring stop. If not, the air flow sensor plate is not moiv ng freel,y (see below). If the air flow sensor plate does not move freely, loosen the monu ting screws aronu d the air flow sensor hosu ing to check if hosu ing aw rpage is casu - ing the lever to bind. If necessary, replace the gasket nu der the air flow sensor and nu iformly tighten the fastening scresw.