Ok Peeps. So we all know how to tweek the warm up on kjet. Who knows how to tweek/tune KE-JET on say, a 9A Passat on a J-reg? I have a k-jet tuning guide but doesnt say how to tweek. Thanks.
A rechip is the only way. KE has an electronic fuel pressure regulator which does a similar job to the WUR, but is ECU controlled. Edited by: Golden
You can tune it a little buy adjusting the current that at the fuel metering head and then tweaking the metering head flap with the allen key like you do on on any other k-jet , you may have to pull the plastic bung out tho to get to it tho.
Make a plug up with one wire cut and connect this in between your plug on your metering head and your loom and connect you mutimeter in series and set it to ma scale, start the car up and make sure it hot and the lambda is working. Then make a note of the average values not the high or the low value compare that to the factory setting. adjust this and see what the tickover is like and top end. I found i could gain a bit of power at the expense of a smooth tickover. Just move in 10ma increments if that But a chip makes the most difference, the standard passat ecu cannot be chipped ( that i found) but one from a later corrado can be chipped and that ecu has more items avalible in VAG com. Also the passat throttle pot is crap , the corrado item is much better that what i use Edited by: dUff
duff all you're doing by messing with the flap height screw is messing with the airflow flap/pressure regulator base setting. The ECU will still try and keep to the mapped lambda figures, all you are doing is making the ECU work harder, any gains must have been in your head.
I agree for light cruising it may make no difference but for WOT then it does make a difference because the ecu does not use lambda setting then. i certainly noticed a difference and tickover was also effected. Swapping metering heads i had to do this 3 times so i did play about with a a bit What setup are you using then ?
The car is lookin like this dude! Linky Got loads of work to do but decided to put the passat on the road for a while.
I think you're confusing KE with K Lambda, as far as I'm aware KE still uses lambda control on full throttle and actually uses the full throttle switch to further control mixture by changing the control current to give WOT enrichment.
Are you positive, because that's a bloody suicidal piece of control strategy if it is. All you need is a lambda sensor fault (which are hardly uncommon) and pop goes the engine Edited by: martyn_16v
I don't see why a lambda failure need be catastrophic. The later the KE ECU the more self diagnostic software it has, they can detect bogus sensor signals and implement work-a-rounds or safety modes. In the event of a lambda failure (even on an early system) KE goes into limp home mode, giving a fixed control current and reduced ignition timing. This means the engine runs like K Jet with safely retarded ignition. On KE the full throttle switch is not to tell the system to go into open loop mode, but rather to add additional enrichment by increasing the control current by a fixed amount from the control current required just before operation of the full throttle switch. As far as tweaking the airflow sensor plate screw away from the default factory spec this will achieve nothing. Even if these tweaks did have an initial effect, after a short drive the adaptive memory will have compensated for them, bringing the A/F ratios back to spec. I might be wrong, I cant remember the operation of every injection system Ive ever worked on but as far as I know this is correct.
