abf running on k jet

sorry if this is in the wrong section , going to get an abf put in my 90 spec 16v by storm developments . been qouted 550 all in and they said with a few tweaks it should be producing 175 bhp. they said they wouldnt use the k jet and use electronic ignition system instead ( think its called that ) anway what are the pros and cons of using the k jet and again the pros and cons if any for using the complete abf set up . hope this all makes sense as believe me ime no mechanic
cheers uby

 

I run my ABF on K-Jet in my Corrado. I only went down this route as it was easy and quick to do. It also meant that I did not have to change any looms or anything over and keep all the existing wiring, air box, injectors etc.

 

but if you were to do it again and had the time and wonga would you change to the complete abf set up ?

 

In nutshell, using K-jet in your car would be a sh*t load easier (only the engine needs swapping over, no electrics); while the Digi management for the ABF will need integrating into the wiring on your vehicle.


K-Jet pros: Easier, keeps the car looking original, arguably better throttle response.

Digi pros: Probably better fuel economy, more control during tuning, better emissions.

Should see good power output from either if properly set up.


In your situation I'd personally keep the K-jet, on account of originality and ease of fitment.

Lots of useful information here

 

cheers mike , now ime even more unsure what to do . i do like the pros of using the digi management with the better fuel economy and the pros of keeping the k jet for the originality and better throttle response . it was only 300 quid do do the wiring if was was changing to digi . any more input advice would be appreciated guys . one more thing i had a pm lastnight from someone selling an abf set up , looks fine in the pictures but my only concerns are that its been stored in his garden on the grass under a tarpolin and with the winter we had should i be concerned ?

 

If you are really unsure:
What about a KE-Motronic system from an Audi. Best of both worlds.
Original injectors + new wiring looms, etc.

 

cheers dave , i thaught choosing between the 2 was confusing enough and youve gone and thrown a spanner in the works , lol , what would you do mate

 

Me, and this is only me, not advising that this is the best route.
I would stick an Audi 6A 16v motor in, with KE-Motornic
Because: I have spent years with the KE-Motronic. I think I know how it works?
I have the manuals, including the VW Service - Self Study Programme for "KE Motronic in the 2.0 ltr. engine (16v)". Some expensive spares, ISVs Coil Packs, etc.

Oh, don't like Digifant. Had 4 different PBs and two died.

 

I think I would probably go for the Digi set up.

But saying that I like it on K-Jet. Its pretty fast and is very responsive. Sounds nice too!

 

Load of poo that system...

 

I have a 9a corrado and I think it has the KE motronic thing, dont like it, its a bit like a tranny cant decide if its electrical or mechanical. I would keep everthing original and chuck in the abf myself save a bit of money rather than wasting 550 which you could spend to better the engine or car.

 

cheers g60kg , looks like the magority are saying keep the k jet . ile phone storm and get them to re-price the works . any thaught on the engine thats been stored outside ?

 

Agree with that.

 

Load of poo that system, because,........................

 

I suggest you read thought the guide how to guide carefully then, if you can, have a sample of the various varients.

A tweaked K Jet vehicle will outperform a vehicle with a STD digifant setup with a very small penalty in part load fuel economy.
Tuning of a K jet , providing you know what you are doing, is free and the swap is a very very easy if your car is already a 16v. As shown in the guide you just need to swap head and block.
A well tuned digifant system will outperform a CIS system for drivefeel, fuel economy, and high load performance. This requireds specialist skills and knowlege of the Siemens controller and requires many hours with costs. To swap to this system from a CIS system adds a bit more complexity to the process, but as also shown in the guide is very do-able.
There are many on here who have benefited from this guide and have gone on to do this swap from themselves and in turn help others.

 

A crude system made worse (from an enthusiast stand point) with λ=1 regulation.

 

Thanks. That seems not unreasonable.

 

Got to back this up all the way, my second build project is was an 88E Monza Valver fitted with an ABF on K-Jet.

Dead simple install complete in a weekend.

When the ABF was in the donor Mk3 16v it was as flat as a *art with no real get up and go, the throttle reaponce was pants too.

Fitted into the Mk2, K-jetted with New Bosch pump & Bosch injectors, 4 branch header, WUR mod, and it now makes 180bhp.

Side by side traffic light GP with my Mk5 GTI there is nothing between them up to 70mph, then the Mk5 pull away.

Looks mint in the bay too.

 

Just read trough the VAG KE Motronic system manual. The only mention of Lambda control is with regard to the non-adjustable potentiometer in the airflow meter. Is this what you mean by λ=1? i.e. Fixed?

 

Looks like a tidy installation PAB - pretty much my idea of the perfect Mk2

Re. The engine that's been stored outside, I'd tread carefully - should be alright if the inlet and exhaust ports have been well stuffed up with oily rags or similar, wouldn't hold out a whole lot of hope for the state of the bores if they've been left open to atmosphere through the winter, though

Re. KE-Jet - is this not essentially K-Jet with an O2 sensor enabling closed loop lambda control for the sake of emissions?

Whilst the O2 sensor might make it a bit more economical, it strikes me that you lose the tunability of K-Jet, and still don't get the mapping potential of Digi.

Toyotec - what are your thoughts on the reasons for Digi being more efficient than K-Jet - I'm thinking better mixture optimisation under all conditions thanks to the fully mapped injection, and perhaps less fuel drop out with the timed injection intervals rather than the continuous injection of K-Jet?

Anecdotally it appears that in terms of MPG most people on here are getting low to mid 30's with 1.8 Mk2 valvers on K-Jet, whilst the Mk3 ABF bregade seem to be getting more like 35-40 with a heavier car, more displacement and more power..