ignitor II, Pertronics fixes burnout problem? Options

[swl]

I've read a number of threads here about the pertronics module and how the 'aw shit' factor comes in. Looks like they have listened.

QUOTE

Senses incorrectly wired Ignitor II or a “key left on” condition and shuts down the system protecting the coil and other components from damage.

[lapuwali]

QUOTE (alpha434 @ Dec 28 2005, 04:34 PM)

wow. I never thought that i'd be happy to have an L Jet. Everyone told me they were the worst you could have. HA! So where does the L jet get the injection signal. Sorry- i'm new to 914's. But i've been hip to the 911's and 356's for a while. Even worked on real RSR's

The L-Jet system doesn't "get" an injection signal, really.

D-Jet attempted to be more or less sequential in its injection, and used two sets of trigger contacts to fire pairs of injectors once per crank rev. These signals are fed into the ECU, through the MPS, and on to the injectors to open and close them.

L-Jet drives the injectors very differently. It uses the tach pulse (same one the tach on the dash uses) to get engine speed, and processes that in the ECU using the signals from the airflow meter, and the ECU opens and closes the injectors to meter the fuel. There's no attempt to synchronize injection events to cylinder or valve events. It just makes sure enough fuel gets squirted in to match the amount of air being consumed by the engine.