Group
28
Ignition
systems
Des
ign
and
function
-
Overview
Review
of
electronic
ignition
systems
-
II
EZ
-
l02K
was
i
ntrodu
ced
in
1984
in
conjunction
with
the launch
of
the
760
Turbo
with
the
823
FT
engine
and
lH
2.1
fuel
injection
system
on
the
American
market. EZ-102K is
equipped
with
a
thermostat
which
transmits
a
signal
to
one
of
the
control
unit
terminals
when
the
engine
temperature
becomes
excessive.
commanding
it
to
advance
the
timing
if
the
throWe
is closed.
The
first
EZ
-K system to be used
by
Volvo,
EZ
-102K
remained
in
production
only
for
a
year before
be
i
ng
superseded
by
more
up-to-date variants according
as
the
new
family
of
engines
was
introduced.
EZ-117K is
very
similar
to
EZ
-102K in
configuration,
although
designed
for
the
8230
F
and
8230
FT
engines
with
the
lH..Jetronic 2.2 fuel
injection
system.
The
system
was
introduced
with
the
new
family
of
engines
in
1985. The
8230
FT
variant
features a
knock-controlled
fuel
enrichment
function
.
like
its
predecessor,
EZ
-102K, the
turbo
engine
variant
is
equipped
w i
th
a
thermostat
which
activates a
timing
advance
function
to
protect
the
engine
from
over-
heating.
EZ
-118K
differs
most
from
the
other
systems
in
the
group
.
due
to
the
fact
that
it
depends
on a
vacuum
connec
tion
be-
tween
the intake
manifold
and
control
un
it
to
supply
engine
load i
nformation
, rather
than
on a
load
signal
supplied
by
an
air
mass
meter
via
the
fuel system
control
unit.
The system also
emp
loys
an
idling
switch
mounted
on
the
thr
o
ttl
e
pulley
rather
than
a s
witch
mounted
on
the
throttle
housing
.
EZ
-118K was
introduced
in 1985 on the B 200 E.
8230
E and B230 K engines.
Tw
o
idling
compensation
functions
may
be used on all E
Z-1
18K variant
s.
The
82
30 K
variants are
equipped
with
a
temperature
sensor,
while
the
co
ntrol
unit
operates a sol
enoid
valve
which
inte
rr
upt
s
the fuel
supp
ly
under
engine
braking
conditions.
Most
of
the
differences are a
ttributable
to th
e fact t
ha
t the
system
is
used
on
carburated
engines
(now
with
Pierburg carb
urettor
s)
and on E
engines
with
the CI
system
(K-Je
tronicl.
EZ
-115K has been
designed
especially
for
the
8280
engine. Its features
include
two
kn
oc
k sensors (one
for
each bank
of
cylinders), a
position
detector
for
No
. 1
cylinde
r, a knock-controlled fuel
enrichment
function
and an
induct
ive
speedJposition pick-up
mounted
at the
flywheel.
Depending
on
the
temperature
sensor signal. t
he
control
un
it can
apply
tim
i
ng
compensation
by
retarding
the
ignition
when
the
engine
is cold to achieve faster heating
of
the
coolant
.
and
by
advancing
it
when
the
engine
tends
to
run
too
hot. The sys
tem
appeared
in
1987
with
the
in
troduct
ion
of
the
8280
engine
to replace the B28, and is, therefore, used
only
on
the 760/780.
EZ-1
15K is
used
in
combination
with LH-
Jetronic
2.2 on
both
the
E and F variants.
EZ-116K is a
refinement
of
other
EZ
-K systems. However,
it
features advanced self-diagnostics
which
facilitate
fault
tracing and
monitoring
. The
control
unit
continuously
mon
i
tors
the
various
sensors and
functions
,
and
any
faults
present
may
be
displayed w ith
the
aid
of
a di
agnostic
un
it
mounted
in
the
engine
compartment.
EZ
-116K
was
in-
troduced
in 1988
on
the
1&va
lv
e
8234F
engine
used
in
the 740
GlT
.
Unl
i
ke
other
EZ-K
systems
used
on
4-cyl
inder
engines
in
the 700 series,
EZ
-116K is
equipped
with
an
induc
tive speedJposition pick-up
mounted
close
to
the
fly-
wheel
instead
of
a Hall
generator
in
the
distributor
. The
system
is used in
combina
ti
on
with
the
very
latest
fuel
in-
jection
system (LH·Je
troni
c 2.
41
.
Manufac
tured
by
8endix
, the Rex-I
system
is equipped
with
the
same
type
of
diagnostic
system as EZ-116K.
Used
in
conjunction
with
the
Regina fuel
injection
system, Rex-I was
introduced
in
1989
on
8230
F
engines
sold
in the USA.
Compensation
functions
However,
most
electronic
ignition
systems are
equipped
w ith addi
ti
onal sensors
which
enable the contr
ol
unit
to ad-
just
the
timing
to
compensate
for
unusual
running
conditions.
Thus. sensors (
F-H
)
may
be regarded
as
pr
oviding
the
ignition
system
with
compensa
tion
functions. In the event
of
engine knock (the
phenomenon
whereby
the fuel/
air
mixture
is
ignited
by
a source
other
than
the spark plug), the
kn
ock sensor (FI
moun
t
ed
on the
engine
wi
ll
transmit
a
signal to the
control
unit
commanding
it to retard the
igni
tion. Complete closure
of
the
throttle
is
indica
ted
by
a
throt
-
tle
switchlidling
switch
(
G).
When
the
engine is
idling.
the
control
unit
regulates the t
iming
in
accordance
wi
th an
'i
dling
program
'
to
ensure
optimum
co
mfort
,
while
the
t
iming
under
engine
braking
condi
ti
ons is
controlled
to
mini-
mize exhaust
emissions.
The signal
supplied
to
the
control
unit
by
the
temperature
sensorhhermostat
enables
the
un
it
to
apply
the
appropriate
ti
ming
co
mpensat
io
n
when
the engine
temperature
is
unusually
hi
gh
or
low.
7
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