TECHNICAL AND FUEL INJECTION DIAGNOSIS INFORMATION

THE FUEL INJECTION SYSTEM USED IS THE BOSCH KE JETRONIC (VERSION KE2)
WITHOUT LAMBDA CONTROL.

THE ELECTRICALLY CONTROLLED FUNCTIONS ARE:

POST START ENRICHMENT

START ENRICHMENT

WARM UP ENRICHMENT

ACCELERATION ENRICHMENT

FULL LOAD ENRICHMENT

OVERRUN CUT-OFF

ENGINE SPEED LIMITING

PARTS LIST

BELOW IS A LIST OF BOSCH PART NUMBERS FOR ORIGINAL COMPONENTS IN THE

FUEL INJECTION SYSTEM (IF POSSIBLE PLEASE CHECK WITH YOURS BEFORE
ORDERING NEW PARTS AS THEY MAY VARY)

FUEL FILTER 0 450 905 601

AIR FILTER 1 457 429 076
FUEL PUMP 0 580 254 956
FUEL ACCUMULATOR 0 438 170 063 OR 064
THROTTLE SENSOR 0 280 120 302
THERMO TIME SWITCH 0 280 130 214
INJECTOR VALVE 0 437 502 015
COOLANT TEMPERATURE SENSOR 0 280 130 214
FUEL DISTRIBUTOR (EXCHANGE) 0 986 438 231
CONTROL UNIT 0 280 800 194 OR 132
AUXILIARY AIR VALVE 0 280 140 132
COLD START VALVE 0 280 170 401
AIR FLOW SENSOR 0 438 121 056
COMPONENTS AND LOCATIONS
THE COMPONENTS USED IN THE SYSTEM ARE AS FOLLOWS:

AIRFLOW SENSOR
MIXTURE CONTROL UNIT
FUEL DISTRIBUTOR
FUEL PRESSURE REGULATOR
COLD START VALVE
INJECTORS
THERMO TIME SWITCH
AUXILIARY AIR VALVE
FUEL PUMP
FUEL FILTER
THROTTLE BODY
ENGINE COOLANT TEMPERATURE SENSOR
CONTROL UNIT

YOU CAN SEE WHERE THE COMPONENTS ARE LOCATED BELOW:

TECHNICAL INFORMATION
FUEL SYSTEM
PRIMARY FUEL SYSTEM PRESSURE
5.65-6 BAR

FUEL DELIVERY
1100 CM3 / MINUTE MINIMUM

LOWER CHAMBER PRESSURE

PRIMARY PRESSURE LOWER CHAMBER PRESSURE

5.65 BAR 5.35 BAR
5.7 BAR 5.4 BAR
5.8 BAR 5.5 BAR
5.9 BAR 5.6 BAR
6 BAR 5.7 BAR

FUEL SYSTEM LEAK TEST

MINIMUM AFTER 20 MINUTES 2.6 BAR

INJECTOR OPENING PRESSURE

3 TO 4.1 BAR

SENSORS
TEMPERATURE SENSOR ( ENGINE COOLANT )
15-30 DEGREES C 1300-3600 OHMS
80 DEGREES C 250-390 OHMS

THERMO TIME SWITCH

TERMINAL W & GROUND TERMINAL G & GROUND TERMINAL G & W
< 30 DEG C 0 OHMS 25-40 OHMS 25-40 OHMS
> 40 DEG C 100-160 OHMS 50-80 OHMS 50-80 OHMS

AUXILIARY AIR VALVE

MINIMUM VOLTAGE AT PLUG 11.5 VOLTS
RESISTANCE OF COIL 30-65 OHMS

OTHER TECHNICAL INFORMATION

CYLINDER CAPACITY 1597

FIRING ORDER 1-3-4-2
SPARK PLUG GAP 1MM
IDLE SPEED 900-950 RPM
CO LEVEL 0.25-0.75 %
SERVICE ADJUSTMENTS
IDLE ADJUSTMENT

FIRST CHECK THE ENGINE IS AT NORMAL OPERATING TEMPERATURE.

RUN THE ENGINE AT 2000 RPM FOR APPROX 30 SECONDS THEN ALLOW TO IDLE.
TO ADJUST THE IDLE IF IT IS NOT WITHIN LIMITS EITHER SCREW IN THE IDLE
SCREW TO LOWER THE ENGINE SPEED OR SCREW OUT TO SPEED UP.

ADJUSTING CO

CHECK TO SEE IF THE CO IS CORRECT USING GAS ANALYZER.

IF IT NOT WITHIN LIMITS THEN REMOVE THE TAMPERPROOF SEAL LOCATED ON
THE MIXTURE CONTROL UNIT, INSERT ALLEN KEY INTO HOLE UNTIL IT LOCATES
THE ADJUSTING SCREW, TURN CLOCKWISE TO INCREASE THE CO AND ANTI-
CLOCKWISE TO REDUCE THE CO.
YOU WILL NEED TO REMOVE THE ALLEN KEY AND PLUG OFF THE HOLE TO LET
THE MIXTURE STABILIZE. WHEN FINISHED PUT TAMPERPROOF SEAL BACK IN (A
NEW ONE SHOULD BE FITTED!).

ADJUSTING THROTTLE POSITION

THE THROTTLE POSITION SWITCH SHOULD CLICK WHEN YOU START TO MOVE
THE THROTTLE, IF IT DOESN’T YOU WILL HAVE TO EITHER HAVE TO ADJUST IT ( BY
LOOSENING THE TWO SCREWS ) OR REPLACE IT ALSO CHECK THE RESISTANCE.

FUEL SYSTEM CHECKS

FIRST JACK UP THE VEHICLE AND LOCATE THE FUEL PUMP.

REMOVE THE TWO WIRES FROM THE PUMP AND PUT A VOLTMETER ACROSS
THEM AND SWITCH ON THE IGNITION, A MINIMUM OF 11.5 VOLTS IS REQUIRED.
TO CHECK THE FUEL DELIVERY FIRST REMOVE THE RETURN PIPE FROM THE FUEL
PRESSURE REGULATOR AND RUN YOUR OWN PIPE FROM THE REGULATOR RETURN
TO A ACCURATE MEASURING JUG.
LOCATE THE FUEL PUMP RELAY ( BEHIND DRIVERS SIDE DASH ) AND REMOVE THE
RELAY. PUT A BRIDGING WIRE WITH A INLINE FUSE BETWEEN TERMINALS 30 AND
87 OF MULTIPLUG AND SWITCH ON IGNITION FOR ONE MINUTE AND COMPARE
WITH THE REQUIRED VALUE. ( OR FOR 30 SECONDS AND DOUBLE THE AMOUNT ).
FUEL PRESSURE TESTS
TO CARRY OUT FUEL SYSTEM PRESSURE TESTS, FIRSTLY YOU HAVE TO RELEASE
THE FUEL PRESSURE EITHER BY LOOSENING THE FUEL LINE CAREFULLY OR BY
LOOSENING PIPE TO THE COLD START VALVE.
THERE IS A SPECIAL MEASURING ORIFICE AT THE BOTTOM OF THE FUEL
METERING UNIT, FIRSTLY REMOVE THE BOLT AND THE CONNECT A PRESSURE
GAUGE WITH AN INLINE SHUT OFF VALVE AS SHOWN BELOW. ALSO IF POSSIBLE
TRY AND USE A SEE-THROUGH PIPE TO MAKE SURE NO AIR IS IN THE FUEL AS THE
PRESSURE MAY STILL READ OK.

MAIN FUEL SYSTEM PRESSURE

BRIDGE TERMINALS 30 AND 87 OF FUEL PUMP RELAY MULTIPLUG SO THAT THE
PUMP RUNS CONSENTANEOUSLY.
OPEN THE SHUT OFF VALVE IN THE FUEL PRESSURE GUAGE LINE AND TAKE A
NOTE OF THE PRESSURE. IT SHOULD BE BETWEEN 5.65 AND 6 BAR.

IF THE FUEL PRESSURE IS TOO HIGH THEN YOU NEED TO CHECK THE FOLLOWING.
CHECK THE FUEL RETURN LINE, THE BEST WAY IS TO EITHER DISCONNECT THE
RETURN AND USE YOUR OWN PIPE INTO A JUG AND THEN RE CHECK THE VALUE.
YOU CAN ALSO DISCONNECT THE RETURN LINE AND BLOW AN AIR LINE DOWN IT
(DON’T FORGET TO REMOVE THE FUEL CAP FIRST!)

IF IT IS TOO HIGH AND THE RETURN LINE IS NOT BLOCKED THEN THE PRESSURE
REGULATOR COULD BE FAULTY.

IF THE FUEL PRESSURE IS TOO LOW THEN YOU NEED TO DO A FUEL DELIVERY
TEST, IF THAT IS OK THEN IT COULD BE THE FUEL PRESSURE REGULATOR.

LOWER CHAMBER PRESSURE

FIRST CLOSE THE SHUT OFF VALVE IN THE FUEL PRESSURE GUAGE LINE AND UN
PLUG THE MULTI PLUG ON THE PRESSURE ACTUATOR.
BRIDGE THE FUEL PUMP RELAY AND TAKE A NOTE OF THE READING AND
COMPARE IT WITH THE REQUIRED VALUE.
IF YOU HAVE A SENSOR SIMULATOR AND AMP METER THEN DO THE FOLLOWING (
SEE PIC BELOW ).

PUT THE AMP METER IN SERIES INTO ONE OF THE WIRES GOING TO THE
PRESSURE ACTUATOR, UNPLUG THE COOLANT TEMPERATURE SENSOR AND
CONNECT THE SENSOR SIMULATOR ACROSS THE MULTI PLUG AND CHANGE THE
RESISTANCE. THE PRESSURE SHOULD THEN CHANGE AS THE RESISTANCE IS
CHANGED. THIS DETERMINES THAT THE ELECTRONIC CONTROL UNIT AND THE
PRESSURE ACTUATOR ARE WORKING CORRECTLY.
FUEL PRESSURE ACTUATOR
THE PRESSURE ACTUATOR IS LOCATED ON THE SIDE OF THE FUEL DISTRIBUTOR,
IT IS CONTROLLED BY THE ECU WHICH LOOKS AT THE FOLLOWING INPUTS TO
DETERMINE HOW IT IS OPERATED : COOLANT TEMPERATURE SENSOR, AIR FLOW
SENSOR AND THE THROTTLE POSITION SWITCH.
YOU CAN TEST THE ACTUATOR BY CHECKING THE LOWER CHAMBER PRESSURE
AND ALSO CHECKING THE CURRENT ( SEE PIC ABOVE ON HOW TO CONNECT
AMP METER ).
BELOW YOU CAN SEE HOW THE PRESSURE REACTS WHEN THE CURRENT IS
CHANGED NOTE THE CURRENT VALUES MAY VARY SLIGHTLY.
ALSO CHECK THE RESISTANCE OF THE ACTUATOR, THIS SHOULD BE BETWEEN 16
AND 21 OHMS.

FUNCTION LOWER CHAMBER FUEL (MA)

PRESSURE
START ENRICHMENT GOES DOWN GOES UP +100MA
POST START GOES DOWN GOES UP +30MA
WARM UP GOES DOWN GOES UP FALLING+30MA
ACCELERATION GOES DOWN GOES UP +10MA
WARM RUNNING BALANCED 0MA
OVER-RUN GOES UP GOES DOWN -100MA
REV LIMITER GOES UP GOES DOWN -100MA

FUEL PRESSURE LEAK TEST

AFTER YOU HAVE COMPLETED THE PRESSURE TESTS, LEAVE THE GUAGE IN LINE
AND TAKE A NOTE OF THE READING. LEAVE THE CAR FOR 20 MINUTES AND IF
THE PRESSURE HAS DROPPED MORE THAN THE SPECIFIED VALUE YOU HAVE AN
INTERNAL FUEL LEAK. CHECK THE FUEL PIPES, FUEL PUMP NON RETURN VALVE
(located on output of pump), INJECTORS AND COLD START VALVE ARE NOT
LEAKING.

INJECTORS

LEAVE THE FUEL PIPES CONNECTED AND REMOVE INJECTORS FROM THE INLET
MANIFOLD. PLACE THEM IN A SUITABLE SEE THOUGH CONTAINER, BRIDGE THE
FUEL PUMP RELAY AND SLOWLY LIFT THE FUEL DISTRIBUTOR SENSOR PLATE AND
CHECK THE INJECTOR SPRAY PATTERN, IT SHOULD BE CONE SHAPED (SEE PIC
BELOW) AND NOT DRIP OR POUR PETROL OUT. IF THE CAR HAS DONE MORE THAN
60,000 MILES THEN THEY USUALLY NEED REPLACING AND CANNOT BE CLEANED.
CHECK THAT WHEN THE SENSOR PLATE IS AT REST POSITION THE INJECTORS DO
NOT DRIP.
SENSOR TESTS
AUXILIARY AIR VALVE
THIS SENSOR IS THE SAME AS USED IN THE OLDER XR3I K JETRONIC SYSTEM.
THE WAY IT WORKS IS BY AN ELECTRICAL HEATING ELEMENT WHICH IS
ACTIVATED WHEN THE FUEL PUMP RELAY TURNS ON DURING ENGINE CRANKING
AND RUNNING. AS THE ELEMENT HEATS UP IT CAUSES A PLATE TO SLOWLY
BLOCK OFF THE AIR PASSAGE SLOWING DOWN THE IDLE SPEED. IT TAKES
AROUND 3 MINUTES TO BLOCK THE PASSAGE OFF.
WHEN THE ENGINE IS COLD IF YOU CLAMP OFF THE PIPE FROM THE VALVE THE
ENGINE SPEED SHOULD DROP. WHEN THE ENGINE IS HOT THE ENGINE SPEED
SHOULD NOT BE AFFECTED.
IF IT IS DIFFERENT FROM THE ABOVE THEN CHECK THE WIRING, PIPES, INLET FOR
LEAKS, AND THE VALVE TO SEE IF IT WORKING CORRECTLY.

ENGINE TEMPERATURE SENSOR

THERE IS TWO TESTS YOU CAN DO WITH THE SENSOR.
1.REMOVE THE MULTIPLUG FROM THE SENSOR AND PUT AN OHM METER ACROSS
THE TERMINALS ( MAKE SURE THAT YOU GET A GOOD CONNECTION AS IT MAY
EFFECT THE READING). CHECK THIS WHEN THE ENGINE IS COLD AND WHEN IT IS
HOT AND CHECK WITH THE SPECIFIED VALUE, IF IT IS NOT CORRECT THE
REPLACE THE SENSOR.
2. WHEN THE VEHICLE IS COLD PUT A VOLTMETER (A SCOPE IS BETTER IF YOU
HAVE ONE ) BETWEEN THE LIVE TERMINAL OF THE SENSOR ( WITH MULTI PLUG
CONNECTED ) AND EARTH. NOW START UP THE CAR AND TAKE A NOTE OF THE
VOLTAGE AND LEAVE THE CAR RUNNING, THE VOLTAGE SHOULD GO SLOWLY
DOWN AS THE ENGINE WARMS UP, WHEN IT IS HOT YOU SHOULD SEE A VOLTAGE
OF AROUND 0.7V. IF IT IS NOT THEN CHECK THE SENSOR RESISTANCE AND
WIRING/ECU.

THERMO TIME SWITCH

FIRST CHECK THE VALUES ON THE SENSOR FOR SWITCHING TIME AND
TEMPERATURE AND THEN CHECK THE RESISTANCE WHEN THE CAR IS HOT AND
COLD. MAKE SURE THAT THEY ARE WITHIN THE SPECIFIED VALUE.

AIR FLOW SENSOR

FIRST THING TO CHECK IS THE SUPPLY VOLTAGE. TO DO THIS UN PLUG THE
MULTIPLUG FROM THE SENSOR AND PUT A VOLT METER BETWEEN THE TWO
OUTER TERMINALS ( 1 IS THE - AND 1 IS THE + FROM THE ECU ) A VOLTAGE OF
AROUND 7-8V SHOULD BE PRESENT, IF IT IS NOT THEN CHECK THE WIRING AND
ECU.
IF THIS IS CORRECT THEN YOU NEED TO CHECK THE OUTPUT OF THE SENSOR (
MIDDLE TERMINAL ) DO THIS BY PUTTING A VOLTMETER ( A SCOPE IS BETTER IF
YOU HAVE ONE ) BETWEEN THE MIDDLE TERMINAL AND EARTH. SWITCH ON THE
IGNITION AND SLOWLY DEPRESS THE FUEL DISTRIBUTOR SENSOR PLATE, THE
VOLTAGE SHOULD SLOWLY RISE WITH NO BREAKS FROM AROUND 0.25V TO 7.5V,
IF IT DOES NOT THEN YOU WILL NEED TO CHECK THE WIRING OR REPLACE IT.
WIRING DIAGRAM

Earth Auxiliary Fuel

Air Flow Sensor Air Valve Pump
Main Relay Safety Relay

87 31 86 30 30 15 31b 31 87

Thermo Cold Temp

Time batt Sensor
Start batt ign
Switch Valve

25 24 23 22 21 20 19 18 17 16 15 14

13 12 11 10 9 8 7 6 5 4 3 2 1

Earth

Throttle SwitchPressure
Actuator
 BELOW IS A FAULT TABLE WHICH MAY BE
USEFUL TO HELP FIND FAULTY COMPONENTS
FAULT COMPONENT

Engine fails to Engine fails to Uneven idling Uneven idling Poor throttle Missfire
Start or cold start start or hot start during warm up engine warm take up
problem problem

* * * Fuel pump not operating

* * * * Vacuum leak
* * * * * Air flow sensor control plunger sticking
* Auxillary air valve not opening/closing
* * Cold start valve leaking
* * * Primary pressure outside tolerence
* * * * * Differential pressure outside tolerence
* Overall fuel system leak
* * * Injectors leaking or low opening pressure
* * * Idle adjustment incorrect
* * Start enrichment function outside tolerence
Post-start enrichment function outside tolerence
* * Warm up enrichment function outside tolerence
* Full load enrichment function outside tolerence
* Acceleration enrichment function outside tolerence
* * Throttle valve switch incorrectly adjusted

Poor Engine High fuel Flat spot CO too CO too Idle speed Engine starts
performance runs on consumption acceleration high low too high & then dies

* Fuel pump not operating

* * Vacuum leak
* * * * Air flow sensor control plunger sticking
* Auxillary air valve not opening/closing
* * * Cold start valve leaking
* Primary pressure outside tolerence
* * * * * * Differential pressure outside tolerence
Overall fuel system leak
* Injectors leaking or low opening pressure
* * * Idle adjustment incorrect
Start enrichment function outside tolerence
* Post-start enrichment function outside tolerence
* Warm up enrichment function outside tolerence
* * Full load enrichment function outside tolerence
* Acceleration enrichment function outside tolerence
* Throttle valve switch incorrectly adjusted
IGNTITION SYSTEM

WIRING DIAGRAM
IGNITION ECU

25 20 15 14 13 12 7 6 2 1
EARTH

REV COUNTER

COIL

DISTRIBUTOR

IGNITION SWITCH

EARTH

BATTERY

IGNITION TIMING 12 DEG BTDC @ 850RPM

IGNITION COIL PRIMARY RESISTANCE 0.72-0.88 OHMS
IGNITION COIL SECONDARY RESISTANCE 4500-7000 OHMS
HT LEAD RESISTANCE 3000 OHMS MAX
TURBOCHARGER INFORMATION

TURBOCHARGER GARRET T3 WATER-COOLED

TURBO BOOST PRESSURE (STD) 0.4-0.55 BAR

BOOST PRESSURE CONTROL SOLENOID

THE TWO ELECTRICAL CONNECTIONS ON THE SOLENOID PROVIDE A POWER
SUPPLY AND EARTH .THE EARTH IS SWITCHED BY THE ECU.
YOU CAN CHECK THE SOLENOID WINDING ACROSS THE TWO TERMINALS WITH A
OHM METER, THE RESISTANCE SHOULD BE BETWEEN 20 AND 50 OHMS, IF THIS IS
INCORRECT THEN IT WILL NEED REPLACING.
THE 3 PORTS ARE CONNECTED TO THE :
COMPRESSOR OUTPUT, WASTE GATE ACTUATOR AND THE RETURN TO LOW
PRESSURE SIDE ( AIR FILTER )
THE ECU CONTROLS THE TURBO BOOST PRESSURE BY SENDING A PULSED SIGNAL
( ON/OFF ) TO THE SOLENOID, DEPENDING ON HOW MUCH BOOST PRESSURE
THERE IS IT CAN CHANGE THE SIGNAL TO ALLOW MORE OR LESS PRESSURE TO
THE WASTE GATE ACTUATOR TO EITHER INCREASE OR DECREASE THE BOOST
PRESSURE.

ADJUSTING THE BOOST PRESSURE

YOU CAN ADJUST THE TURBO BOOST PRESSURE BY EITHER FITTING AN UPRATED
ACTUATOR OR ADJUSTING THE STANDARD ONE.
TO ADJUST IT YOU HAVE TO EITHER LENGTHEN THE ACTUATOR ROD (UNDO
LOCKNUT AND TURN ADJUSTING SLEEVE) TO REDUCE THE PRESSURE OR
SHORTEN THE ACTUATOR ROD TO INCREASE THE BOOST PRESSURE.
NOTE. IF THE BOOST IS ADJUSTED MORE THAN THE MAXIMUM LIMIT THE ECU
WILL HAVE TO BE CHIPPED.

I HOPE YOU FIND THIS INFORMATION USEFUL, PLEASE NOTE EVERY

EFFORT HAS BEEN MADE TO INSURE ALL OF THE INFORMATION IN THIS
DOCUMENT IS CORRECT BUT IT CANNOT BE GUARANTEED.
PLEASE DO NOT DISTRIBUTE THIS DOCUMENT.
IF YOU REQUIRE ANY OTHER INFORMATION OR FIND ANTHING THAT IS
INCORRECT ON THIS CD PLEASE EMAIL ME.