Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Jetronic shopping experience:
1. Compare - without doubt the biggest advantage that the Jetronic offers shoppers today is the ability to compare thousands of Jetronic at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.
2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about
3. Testimonials - don't know anybody that has bought a Jetronic? Wrong! If the Jetronic is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.
4. Questions - Got a question about Jetronic then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....
5. Reputation - Never heard of the company selling Jetronic? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Jetronic and build up a picture of their reputation for sales, returns, customer service, delivery etc.
6. Returns - still worried that even after all of the above your Jetronic wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.
7. Feedback - happy with your Jetronic then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.
8. Security - check for the yellow padlock on the Jetronic site before you buy, and the s after http:/ /i.e. https:// = a secure site
9. Contact - got a question about Jetronic, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.
10. Payment - ready to pay for your Jetronic, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.
Jetronic is a trade name for a type of
fuel injection technology marketed by
Robert Bosch GmbH from the 1960s forward. Bosch licensed the concept to many automobile manufacturers. There are several variations of the technology, which represent technological refinements as time passed.
D-Jetronic (1967-1976)
Analog fuel injection. The depression (vacuum) is measured using a pressure sensor located in the intake manifold, in order to calculate the injection time period for the fuel. Originally, this system was just called Jetronic, but the name D-Jetronic was later used to distinguish it from the newer versions. The 'D' stands for 'Druck', which is a German word meaning
pressure.
K-Jetronic (1974-c.1988)
Mechanical fuel injection. The 'K' stands for 'Kontinuierlich', the German word for
continuous. This is different from pulsed injection systems in that the fuel flows continuously from all injectors, whilst the fuel pump pressurises the fuel up to approximately 5 bar (72.5 psi). The air that is taken in is also weighted to determine the amount of fuel to inject. Commonly called 'CIS' (Continuous Injection System) in the USA. This system has no Lambda loop or lambda control. K-Jetronic was often used on Ford Capri 2.8i and the comon Serria XR4i & XR4x4.
K-Jetronic (Lambda)
A variant of K-Jetronic with closed-loop Fuel injection#Post emission era control. Was developed to comply with Californian exhaust emission regulations, and later replaced by KE-Jetronic.
KE-Jetronic (c.1985-1993)
Electronically controlled mechanical fuel injection. The
Engine Control Unit may be either analog or digital, and the system may or may not have closed-loop lambda control. Commonly known as 'CIS-E' in the USA. The later KE3 (CIS-E III) variant features knock sensing capabilities.
L-Jetronic (1974-c.1985)
Analog fuel injection. This system uses a vane-type Air flow meter (AFM). This type of air flow meter is called LMM, LuftMassenMesser, in all Bosch documentation. It had a much simpler and more reliable
Engine Control Unit than D-Jetronic, due to use of custom-designed
integrated circuits. It was used heavily in 1980s-era European cars . Similar systems have been built under license by
Lucas Automotive, Hitachi, Ltd., DENSO. However, although their key components look similar to L-Jetronic parts, those systems should not be called L-Jetronic and parts are usually not compatible. The 'L' stands for 'Luft', which is a German word meaning
air.
LE1-Jetronic, LE2-Jetronic, LE3-Jetronic (1981-c.1991)
This is a simplified and more modern variant of L-Jetronic. The ECU was much cheaper to produce due to more modern components, and was more standardised than the L-Jetronic ECUs. The connections between AFM and ECU are simplified. Three variants of LE-Jetronic exist: LE1, the initial version. LE2 (1984-), featured cold start functionality integrated in the ECU, which does not require the cold start injector and thermo time switch used by older systems. LE3 (1989-), featuring miniaturised ECU with hybrid technology, integrated into the junction box of the AFM.
LU-Jetronic (c.1983-c.1991)
The same as LE2-Jetronic, but with closed-loop lambda control. Initially designed for the US market.
LH Jetronic (1982-c.1998)
Digital fuel injection, introduced for California bound 1982 Volvo 240 models. The 'LH' stands for Luftmasse-Hitzdraht - the hotwire anemometer technology used to judge air mass into the engine. This
Mass flow sensor is called HLM2 (Hitzdraht-LuftMassenmesser 2) by Bosch. The LH-Jetronic was mostly used by Scandinavian car manufacturers and by sports and luxury cars produced in small quantities. The most common variants are LH 2.2, which uses an
Intel 8049 (MCS-48) microcontroller and usually a 4
Kilobyte program memory, and LH 2.4, which uses a
Siemens AG 80535 microcontroller (a variant of Intel's 8051/MCS-51 architecture) and 16 or 32 KB program memory. LH-Jetronic 2.4 has adaptive lambda control, and support for a variety of advanced features including electronic boost control and fuel enrichment based on exhaust gas temperature (ex. Volvo B204GT engine). Some later (post-1995) versions contain hardware support for advanced diagnostics according to
List of ISO standards#ISO 1000.E2.80.93ISO 9999 (a.k.a.
OBD-II). The 1995 and newer Volvo 940 vehicles are one such example.
Mono-Jetronic (c.1988-c.1995)
Digital fuel injection. This system features one centrally positioned injection nozzle. In the US, this kind of Fuel injection#Throttle body injection injection was marketed as TBI (by GM) or CFI (by Ford). Mono-Jetronic is different from all other known single-point systems, in that it only relies on a throttle position sensor for judging the engine load. There are no sensors for air flow or intake manifold vacuum. Mono-Jetronic always had adaptive closed-loop lambda control, and due to the simple engine load sensing, it is heavily dependent on the lambda sensor for correct functioning. The ECU uses an Intel 8051 microcontroller and usually 16 KB of program memory. Usually no advanced diagnostics.
See also
External links
- History of the D-Jetronic System
- Fuel Injection Theory
Jetronic is a trade name for a type of
fuel injection technology marketed by Robert Bosch GmbH from the 1960s forward. Bosch licensed the concept to many automobile manufacturers. There are several variations of the technology, which represent technological refinements as time passed.
D-Jetronic (1967-1976)
Analog fuel injection. The depression (vacuum) is measured using a pressure sensor located in the intake manifold, in order to calculate the injection time period for the fuel. Originally, this system was just called Jetronic, but the name D-Jetronic was later used to distinguish it from the newer versions. The 'D' stands for 'Druck', which is a German word meaning
pressure.
K-Jetronic (1974-c.1988)
Mechanical fuel injection. The 'K' stands for 'Kontinuierlich', the German word for
continuous. This is different from pulsed injection systems in that the fuel flows continuously from all injectors, whilst the fuel pump pressurises the fuel up to approximately 5 bar (72.5 psi). The air that is taken in is also weighted to determine the amount of fuel to inject. Commonly called 'CIS' (Continuous Injection System) in the USA. This system has no Lambda loop or lambda control. K-Jetronic was often used on Ford Capri 2.8i and the comon Serria XR4i & XR4x4.
K-Jetronic (Lambda)
A variant of K-Jetronic with closed-loop
Fuel injection#Post emission era control. Was developed to comply with Californian exhaust emission regulations, and later replaced by KE-Jetronic.
KE-Jetronic (c.1985-1993)
Electronically controlled mechanical fuel injection. The Engine Control Unit may be either analog or digital, and the system may or may not have closed-loop lambda control. Commonly known as 'CIS-E' in the USA. The later KE3 (CIS-E III) variant features knock sensing capabilities.
L-Jetronic (1974-c.1985)
Analog fuel injection. This system uses a vane-type
Air flow meter (AFM). This type of air flow meter is called LMM, LuftMassenMesser, in all Bosch documentation. It had a much simpler and more reliable
Engine Control Unit than D-Jetronic, due to use of custom-designed integrated circuits. It was used heavily in 1980s-era European cars . Similar systems have been built under license by
Lucas Automotive,
Hitachi, Ltd., DENSO. However, although their key components look similar to L-Jetronic parts, those systems should not be called L-Jetronic and parts are usually not compatible. The 'L' stands for 'Luft', which is a German word meaning
air.
LE1-Jetronic, LE2-Jetronic, LE3-Jetronic (1981-c.1991)
This is a simplified and more modern variant of L-Jetronic. The ECU was much cheaper to produce due to more modern components, and was more standardised than the L-Jetronic ECUs. The connections between AFM and ECU are simplified. Three variants of LE-Jetronic exist: LE1, the initial version. LE2 (1984-), featured cold start functionality integrated in the ECU, which does not require the cold start injector and thermo time switch used by older systems. LE3 (1989-), featuring miniaturised ECU with hybrid technology, integrated into the junction box of the AFM.
LU-Jetronic (c.1983-c.1991)
The same as LE2-Jetronic, but with closed-loop lambda control. Initially designed for the US market.
LH Jetronic (1982-c.1998)
Digital fuel injection, introduced for California bound 1982 Volvo 240 models. The 'LH' stands for Luftmasse-Hitzdraht - the hotwire anemometer technology used to judge air mass into the engine. This Mass flow sensor is called HLM2 (Hitzdraht-LuftMassenmesser 2) by Bosch. The LH-Jetronic was mostly used by Scandinavian car manufacturers and by sports and luxury cars produced in small quantities. The most common variants are LH 2.2, which uses an
Intel 8049 (MCS-48) microcontroller and usually a 4
Kilobyte program memory, and LH 2.4, which uses a
Siemens AG 80535 microcontroller (a variant of Intel's 8051/MCS-51 architecture) and 16 or 32 KB program memory. LH-Jetronic 2.4 has adaptive lambda control, and support for a variety of advanced features including electronic boost control and fuel enrichment based on exhaust gas temperature (ex. Volvo B204GT engine). Some later (post-1995) versions contain hardware support for advanced diagnostics according to List of ISO standards#ISO 1000.E2.80.93ISO 9999 (a.k.a.
OBD-II). The 1995 and newer Volvo 940 vehicles are one such example.
Mono-Jetronic (c.1988-c.1995)
Digital fuel injection. This system features one centrally positioned injection nozzle. In the US, this kind of Fuel injection#Throttle body injection injection was marketed as TBI (by GM) or CFI (by Ford). Mono-Jetronic is different from all other known single-point systems, in that it only relies on a throttle position sensor for judging the engine load. There are no sensors for air flow or intake manifold vacuum. Mono-Jetronic always had adaptive closed-loop lambda control, and due to the simple engine load sensing, it is heavily dependent on the lambda sensor for correct functioning. The ECU uses an Intel 8051 microcontroller and usually 16 KB of program memory. Usually no advanced diagnostics.
See also
External links
- History of the D-Jetronic System
- Fuel Injection Theory
