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The ECU was much cheaper to produce due to more modern components, and was more standardised than the L-Jetronic ECUs. As per L-Jetronic, a vane-type airflow sensor is used. [4] Compared with L-Jetronic, the fuel injectors used by LE-Jetronic have a higher impedance. [5] Three variants of LE-Jetronic exist: LE1, the initial version.
Mid 1980s JECS LH-Jetronic ECU. 40 pin IC bottom left is Hitachi Motorola 6800 clone, 28 pin IC (socketed) immediately right is 16kB ROM containing maps. JECS logo bottom left. Bosch first produced the Jetronic EFI system in 1967. K-Jetronic & L-Jetronic followed from around 1973 [6] which is when Nissan became involved.
The design of the 13CU also deviated from the original L-Jetronic design in that it used a hot-wire air mass sensor rather than the Jetronic's mechanical flap sensor. The 13CU was further developed into the 14CU, which had (among other changes) an ECU that was more physically compact. The 14CU was used in US-market Range Rovers in 1989. Both ...
The M110.98x and .99x engines are fuel-injected engines, with Bosch D-Jetronic up to the .983 and K-Jetronic from the .984. All M110 engines have a displacement of 2.7 L; 167.6 cu in (2,746 cc) and a bore and stroke of 86 mm × 78.8 mm (3.39 in × 3.10 in).
An engine control unit (ECU), also called an engine control module (ECM), [1] is a device that controls various subsystems of an internal combustion engine. Systems commonly controlled by an ECU include the fuel injection and ignition systems.
Bosch developed their D-Jetronic (D for Druckfühlergesteuert, German for "pressure-sensor-controlled"), from the Electrojector, which was first used on the VW 1600TL/E in 1967. This was a speed/density system, using engine speed and intake manifold air density to calculate "air mass" flow rate and thus fuel requirements.