Another chamber is provided for the fuel return valve and line. Gives you a richer part-load mixture for more power - oh, and more emissions and higher fuel consumption, too. With grouped injection, one cylinder gets the injection pulse right before the intake valve opens, the other cylinder gets the injection pulse about 180 degrees before the intake valve opens. For more technical reference, here is some common component pinout information: Very helpful for those converting carb'd cars to Ljetronic as the engine harness connector is a great place to interface to the entire 528i fuel injection and ignition system. The system is based on the K-Jetronic mechanical system, with the addition of an electro-hydraulic actuator, essentially a fuel injector inline with the fuel return. Note that it doesn't directly scale by cylinder volume - for example the 1. I would think you could run the bus Ljet in a 914 but you would have to set up the airfilter.
James The part number will be on the label. The other thing that really bugs me is that the engine runs perfectly above idle cruising at 80 down 280 is a dream it just purrs…. Despite physical similarity between L-Jetronic components and those produced under license by other manufacturers, the non-Bosch systems should not be called L-Jetronic, and the parts are usually incompatible. It maintains the pressure difference between the fuel rail pressure and the manifold air pressure. Therefore, the pressure in the fuel rail depends directly on the inlet manifold pressure.
The result gives the density of air in the cylinder. Later we'll list some common questions and links to the answers. L jet was simple, and it cleaned up the mess of lines, and lowered the emissions. When the flap moves, a voltage is generated in proportion to the distance it moves. Also, no matter how low the idle goes when surging it does not stall! Recently I was contacted by man who wanted a photocopy of my manual. Used on the 1975-1976 Porsche 914 2. It has been hell trying to get basic information that in the d-jet world widely documented considered simple and widely available.
I've kept these images large so they are easier to read online. I don't believe one is superior to the other. It's a little more complicated that it seems and I'm not 100% sure about the components on the circuit board. So I am going to check the ecu. The pressure regulator is a diaphragm controlled regulator which regulates fuel pressure at 2.
The sales sheet gives you a basic idea of what the unit does but it's not very descriptive. So half the time the fuel is being fired at the back of the closed valve. L-Jetronic, which is an electronically controlled fuel injection system, is particularly suitable for the above mentioned conditions. One thing that bugs me about this old fi though is it doesn't have the limp home abilities that carbs do. But was repaired meaning it received a new case… Therefore it does not have an engine number. High pressure pump to supply the fuel to injectors, operated by electricity. Originally, this system was called Jetronic, but the name D-Jetronic was later created as a to distinguish it from newer versions.
The fuel pressure checks out,no vacum leaks, etc. The motor drives the rotor plate inside the roller race plate. I don't think it is a short as it only occurs at idle and not at speed on rough roads. Note the use of the loop circuit and inductive pressure sensor. I have been chasing this surging rich idle problem on my 75 1. What should I do from here? When you return and try to start the car, it won't start until you open the throttle significantly, and the car runs poorly for the next few minutes after starting. I'm impressed this is an excellent repository of Ljet information.
However, after I have driven the car operating temp and stopped for a few minutes and start the car. No good deed goes unpaid! I removed the intake system and replaced all gaskets, hoses, Time Temp sensor, Cylinder Head Temp Sensor, Cold Start valve, and checked the specs for all the components and everything check out. D-Jetronic used circuitry, with no nor , the utilised about 25 to perform all of the processing. The basic L-jetronic consists of a Fuel pump,Fuel filter, Fuel lines, Fuel regulator, Fuel injectors, Cold-start injector Could be omitted on some L's , Thermo-time switch, Coolant temperature sensor, auxiliary air valve, throttle plate and an air-flow sensor Flap type in analog L's discussed here. The diaphragm is pre-loaded by a spring and the diaphragm chamber is connected to the inlet manifold stream through a tube. If anyone can dig up patents on other D-Jetronic components, please let me know and I'll include the numbers here. I gladly duplicated it and sent it along to him and for a lark wondering if he'd seen the supplementary cable that tests the fuel injector firing frequency.
Instead of injecting fuel into the intake, this injector allows fuel to bypass the fuel distributor, which varies the fuel pressure supplied to the mechanical injection components based on several inputs engine speed, air pressure, coolant temperature, throttle position, lambda etc. Variants of D-Jetronic were used by other manufacturers Ford, Toyota, etc. Closes either by engine heat or the heat from the internal heating element. The injectors are simple spring-loaded check valves with nozzles; once fuel system pressure becomes high enough to overcome the counterspring, the injectors begin spraying. I haven't gotten very far in the book yet! If instead of waiting 10-15 minutes, you wait 30+ minutes, the car starts and runs without problem. More patient men will disagree. Both articles are in German.