Conversion to injection

This page contains some information about conversing carburetted Opel Manta/Ascona to
Bosch LE-Jetronic injection. Information can be used also with L-Jetronic with minor
changes.

Where to start? What do you need ?

Easiest way is to visit a some good junk yard where people understand basic things about
Bosch's injection and can break injected car reasonable way and collect all needed parts
for conversion.

Intake manifold and it's components (injectors, throttle body)

Air flow meter and it's rubber hoses
Wiring harness (all relays)
Thermostat housing
Fuel pump
Control box
Exthaust manifold

Connections of electronics (LE-Jetronic):

1. Start injector
2. Thermo time switch
3. injectors
4. throttle valve switch
5. air flow meter
6. extra air valve
7. temperature sensor (water)
8. distributor
9. ignition coil
10. battery
11. wiring harness
12. car's wirings
13. control unit
 14. connection to coil (negative)
15. center earth
16. control relay

Figures for gasoline lines. Yellow lines marks pressurized fuel, orange marks non-
pressurized line back to tank. Hoses must be good quality and pressure tolerating stuff. A
new pipe must be installed (diam. 8mm) from tank to engine room for pressurized fuel.
Original pipe can be used for flow back to tank (if you are not serious tuner).

Fuel pump assemby. Upper arrow describes flow from tank (diam. 12mm) lower arrow
means pressurized flow to injection system. Usually original tank for E-engine is not
available so modifications are needed. Original location of this assembly is somewhere
under luggage compartment but it is more wise to install it to luggage compartment and
protect it with some metal shield. Outside the car's chassis is corrosion real problem...

Control relay
Wiring diagram 1.control plug 2.earth 3.temperature sensor 4.earth 5. extra air valve
6.throttle valve switch 7.air flow meter 8.thermo time switch 9.start injector 10.injector
11.battery 12.control relay 13.fuse of fuel pump 14.fuel pump

Special things in installing

Engine block has extra plug (hex) under exthaust manifold near cyl. 4. Remove that and
put some suitable connector for water from heater.

Original fuel pump is useless and can be removed. Install a thick (5mm) steel plate over
pumps hole.

Wiring diagrams don't show clear that green extra wire from control unit should be
connected to negative of ignition coil.

Adjusting

Normally after installing engine starts and works. However if idling is poor, mixture and
idle speed can be adjusted. Check all rubber hoses and connections before adjusting.

adjusting idle mixture with a hex key (clockwise = richer)

Adjust idle speed with a screwdriver and 15mm key (clockwise = lower speed)

Some data:

Fuel pressure: 2.3-2.7 bar

Idle speed: 850-900rpm (manual gearbox)
CO in exthaust: max 1%
Temperature sensor resistance: 15-30 deg.C 1.45 ... 3.3kohm, 80deg.C ...280-
360ohm
About Opel fuel injection systems
D-Jetronic
L and LE-Jetronic
Construction
Tuning and mods

Introduction

It is not my intention to explain how a fuel injection works. Through the Internet you'll find
a lot of interesting information on these systems. I wish only to explain some devices,
their workings, and how to tune them. If there is something I have forgotten to mention,
feel free to ask about it on the Message Board.

All Opel CIH engines were equipped with Bosch Fuel Injection Systems.

On the Commodore A and B the injection system was called D Jetronic. Beginning with the
Kadett C GTE Opel fitted the newest L Jetronic system.

D JETRONIC System

Basically, the D system calculates the air breathed by

the engine through a manifold vacuum sensor. This
sensor consists of chamber with a floating piston, as the
manifold vacuum changes, an electrical signal is
generated. This signal is used by the ECU (brain) as an
indication of the load applied to the engine (high
manifold vacuum implies high engine load. The ECU
uses this signal to calculate the opening time for the
injectors. Additionally, you have Throttle potentiometer,
informing the ECU about engine transitions(acceleration
and deceleration). In fact, this device does not have a
resistive track like a true potentiometer; but has a
series of contacts which each supply a different signal to
the ECU indicating throttle pedal movements. You can
easily check that it is working, by listening to the 'click-
click' sound of the movement between contacts as the throttle is opened and closed.

In this system the fuel pressure is maintained by the

fuel regulator (a sort of bell shaped device ) fitted in
the fuel tank return line, from the fuel rail for the
injectors. On top of ths device there's a bolt to adjust
the fuel pressure. Tightening the bolt increases the
fuel pressure, and viceversa . It maintains the
pressure in the fuel rail by restricting the amount of
fuel returned to the tank. This regulator is not
connected to the manifold (plenum).

Ignition timing is controlled using the classic

distributor, which contains bob-weights and springs.
On the distributor, under the points that drive the coil,
there are two contacts, which are used to inform the
ECU about the engine RPM (revolutions per minute). These two contacts are present
because the ECU open 3 injectors at time, not all six simultaneously. These are the same
two contacts, which are used to indicate engine RPM to the ECU, also used to control the
opening of the two banks of injectors. Each bank of injectors, has two injectors on 4
cylinder engines and three injectors on 6 cylinder engines.
If you need to adjust the air/fuel mixture, there is a screw covered by a plastic plug on the
electronic vacuum device, located on the opposite side from the inlet vacuum hose. By
tightning the screw, you are increasing the load on a spring, which allows less movement
of the piston inside the chamber. This reduces the signal to the ECU, which reduces the
amount of fuel injected, so increasing the air/fuel mixture ratio.

L or LE JETRONIC System

In this system, the air is measured through a vane type airflow sensor. The sensor
contains a flap that is connected to a potentiometer. The more the flap is open (more air
sucked passed the flap), the greater the electrical signal sent to the ECU (up to 5V).

Not like in the D Jetronic case, the airflow meter causes a restriction on the inlet tract. If
you compare the cross-sectional area of a 2.0E airflow meter with the cross-sectional area
of the 2.0E throttle body, you will find that the cross-sectional area of the airflow meter is
smaller, even if the airflow meter flap is held in the fully opened position. Also, the meter
is fitted with an air temperature sensor, and the flap stop (end travel), which both reduce
the cross-sectional area of the meter even further. Probably, Bosch kept the area in the
meter smaller than the throttle to maintain a high and consistent airflow velocity, so
gaining accuracy in airflow measurement.

The distance from the throttle body to the airflow meter plays a part in the engine
response when accelerating. The nearer the airflow meter is located to the throttle, the
faster the meter shows changes in airflow, which means the engine will respond quicker to
throttle movement.

On the OEM (Original Equipment Manafucturer) airbox cover (i.e. as used on the Opel
Rekord E), there is a square tube before the inlet to the airflowmeter. DO NOT REMOVE
THIS TUBE, it will cause a reduction in engine torque at low-end or over the whole rev
range. It is used to straighten the airflow before it reaches the meter, which is very
important for correct operation of the airflow sensor.

It is easy to check whether you have the L-Jetronic, or the newer LE-Jetronic system fitted
to your car

1. The L-Jetronic system has an airflowmeter with 7 contacts (pins) instead of 5 as in

LE (fuel pump shut-off contacts no longer fitted in the newer system)
2. The L-Jetronic has two main relays instead of a single one present in LE-Jetronic
system. LE's only relay also controls the fuel pump shut-off.
3. L-Jetronic has low impedance injectors (gray colour, approximately 3 OHMs)
instead of the yellow high impedance (13-16 OHMs) injectors used on LE-Jetronic
system. To drive the low impedance injectors there are 4 ceramic resistors fitted in
the wiring loom of the L-Jetronic system. Never install grey injectors in place
of yellow ones or viceversa!

- The L-Jetronic ECU has 35 pins, while the LE-Jetronic has only 25 pins.

Opening the cover of the airflow meter (carefully using a screwdriver) you'll find the
carbon (black) resistor track, the wiper (with two points for safety), and contacts for the
fuel pump and air temp sensor. After many Km of use (approximately 100.000Km), you
can experience a choppy idle caused by a worn resistor track on the meter.
When you discover small white holes along the black track, this means that
you have open circuit in that point giving erratic readings to the ECU. The
first and easy mod you can do is to slightly unbolt the four Philips screws
that are retaining the whole circuit, then reposition it in a different location
on the carbon track (up or down), so the wiper will find a 'fresh' carbon
track.

The meter and sometimes some relays are the only weak points I've found
on these systems. The system is normally very reliable!
To keep the fuel pressure stable at the injectors there is a fuel pressure regulator. To
maintain the same difference of pressures between the manifold (where the injectors are
spraying) and the fuel inlet line. The regulator has an additional connection to the plenum
through a hose. At idle, you have a vacuum within the manifold, since the throttle is
closed. In this condition, you must have a lower fuel pressure at the injectors. At a higher
pressure (or less vacuum) condition, up to full load, you have to increase the fuel
pressure. This should explain the matter of that hose. The regulator has two inlets and one
outlet, a pipe for the vaacum and it is not adjustable. You can only check that
disconnecting the vaacum hose with engine at idle (blocking the manifold pipe!) the fuel
pressure increase (ca 0.5 bar) and the mixture become richer.

The Throttle switch is now different from that on 'D'

system. It has only 3 positions: idle, mid load and full
load (to be exact, a bit earlier than wide open
throttle) . Here no 'clicks' can be heard. The idle
contact is used by the ECU to recognize the idle
condition, and for the fuel cut off (no injectors opening)
on deceleration until the engine reaches something like
1200-1400 RPM. Below this RPM range, the ECU starts
driving the injectors again. The full load contact
informs the ECU that a richer air/fuel mixture is needed
(I.e. more fuel), thus the ECU increases the injector
opening time by about 9-12% above the time indicated
by the airflow meter reading.

The trigger signal for RPM is now taken from the negative pin of the coil.

TUNING AND MODS

A tuned engine needs more air and more fuel to release any power gain, obviously...

Airflow:

-Throttle body.

You can fit a throttle body from a Monza 3.0 onto a 2.0 engine manifold, by welding a new
alloy plate onto the manifold. The new throttle is mounted on this plate. 2.0 engines have
55mm throttle diameter, whilst the Monza has a 65mm throttle diameter. With easy
calculations, you find that the Monza throttle theoretically flows 40% more air than the
55mm throttle body. Only slight mods are required to fit the Monza throttle cable, by
matching the parts from the two bodies and cutting a leg of the support of the 2.0 throttle
cable. To make a good job you have to check that the inlet of the manifold is not smaller
than the throttle outlet.

BMW series 3500 has an even bigger throttle diameter (70mm!), but I think that it is too
big for a 4 cylinder cih. Keep in mind that a bigger throttle makes the car more difficult to
drive at low revs. A slight movement of the throttle pedal will cause a larger increase of
air, and fuel, to be breathed by the engine, than with a smaller throttle diameter. As a
rule, if a given throttle is ok for 6 cyl, it is probably too small for a 4 cyl engine of the
same displacement and same state of tune. Why is this? After all, a 3.0 engine has 180 HP
while a 2.0 engine has only 110 HP. It happens that a 4 cyl engine has longer delay
between engine pulsations which are coming from the cyliders. A 6 cyls has more pulses
per amount of time. More, a 6 cyl manifold contains more air volume to fill the cylinders.
 A>B for engine with same displacement but differents
number of cylinders (i.e. 2.5cc on 4 cyl and 2.5 on six
cyl and same hp target). The engine with 4 cylinders
needs a throath bigger than the six cylinder engine!

Examples: a 56mm throttle plate is good for around

140HP on 4 cyls, 60mm is ok up to 160HP, and a 65
mm throttle is good for up to 190HP. A 65mm throttle
on a 6 cyl can produce up to 240HP, while on an 8 cyl
engine it is good for up to 300HP. A 75mm throttle
body on an 8 cyl engine would be good for over
400HP.

Airflowmeter:

Why not fit a bigger meter to reduce the restriction ?

Good, But be aware that it could slow the airflow
velocity at low revs, giving less bottom end torque.
However, often you can regain these losses by
increasing the ignition advance, but this does not
work on all types of engine.

For engines equipped with L jetronic (7 pins meter)

you can install an airflow meter from an old BMW
series 3500cc. It has a very big throat and , quite
importantly, its resistance along the carbon track is nearly the same as that used in CIH
engines. The resistance is given by the flat green resistors that are linked in parallel along
the steps on the carbon track (A point on the pic). If you're an able electronic technician,
you can susbsitute (with differents values) the resistors depending on the engine's needs.
Unfortunately, we cannot map the ECU, it is an analog device, so we have to map the
airflow meter!

The meter from the 3.0 Monza's has the

same diameter as that fitted on 2.0
engines, so it is a waste of time to fit it. I
don't know why this is so. Maybe, to give
a smooth and constant airflow along the
meter for better A/F calibration, and at
the same time increasing the airflow
velocity to help bottom end torque. In
theory, fitting a larger meter on a 3.0
CIH engine would increase the HP
significantly. But I have never tried it.

Airbox

The airbox from the Monza can contain a larger volume of air, so it is always a good idea
to use it. Here 'the bigger the better' is the rule. Don't cut (again!) the 'extension' of the
meter's inlet inside the airbox cover. That tube helps to straighten the airflow, acting like a
sort of trumpet.

At the air inlet to the airbox, there is a sort of cone that has a very small diameter, this is
for silencing purposes. You can remove this from the airbox inlet, if you wish. As far as the
'minimize air restriction' rule can be applied, this mod does no harm, but remember that
you have to make a sort of trumpet (as on the original piece) to help flow. Then, fit an
extension to the trumpet, to suck cold air from the grille. The colder the air, the denser the
air, which means the greater the HP produced.

If I remember correctly, Jamex produces a foam filter which completely replaces the
bottom of the airbox, giving a full breathing surface. This item is manufactured and sold as
a mod for the Golf GTI II (K Jetronic), but, from my memory, the air filter used on the Golf
and those used on Rekord, Manta have identical dimensions. So you may be able to fit one
of these beautiful foam filters.

On the K&N site, (Sorry no link present here until Cicco tells it, webmasters comment)
there is a formula to calculate the required filter surface for a given application.

Fuel system

I will start by telling you that if you've converted a carburetted car in a fuel injection
system and the outlet from the fuel tank is still the same (8mm diameter), then your fuel
pump will have difficulty sucking fuel from the tank. The pump has a 12mm inlet diameter
and the fuel tank must be fitted with a 12mm outlet, to give best operation. This will also
help to maintain a stable fuel pressure to the injectors.

You can increase the fuel flow by fitting larger injectors, by increasing the injector opening
time, or by increasing the fuel pressure.

Injectors:

The 2.0 injectors fitted on L Jetronic (grey colour) are 0280 150 105 Bosch number. This
injector flows 187 cc per minute at 3 bar fuel pressure, it is called 'Style 5' or hose type
(no C clips on fuel rail) and it has a low impedance (about 3 OHMs).

Using the follow formula:

FUEL FLOW (cc per minute)=HP(single cyl) x 4.6 (for NA engines), or

HPx5.6 (for turbo/supercharged engines)

you'll find that these injectors are good for up to 160 HP (at continous flow!). 150-160 has
been practically the limit.

If you need more fuel you can fit 0280 150 152 injectors from an Alfa 75 Turbo. Four of
them are ok up to 200 HP at the same fuel pressure. The fitting of the injectors is
unchanged.

If you need even more fuel there is the 0280 150 151 injectors from BMW 3.0 L (6 cyls),
Jaguar 4.2 L (6 cyls), Volvo B200/B230, Citroen CX 2.3. Four of them are ok up to 260 HP,
at same fuel pressure and are easy to fit.

The injectors fitted on LE-Jetronic system (yellow-amber) are 0280 150 205 Bosch. They
flow 170cc per minute each at 2.5 bar fuel pressure, the fitting is 'Style 5', but they have
high impedance (13-16OHMs). A high impedance injector means that it reacts faster to the
ECU signals. With these injectors the max power target is 148HP.

Keep in mind that a bigger injector will enrich the A/F ratio at all throttle positions, and
that if much bigger, it will be hard to tune at low revs.

Some sources say that up to 50% bigger injectors can be used with these LE-Jets so that
correct A/F ratio can be achieved by easy tuning. (wm's comment).

Fuel pressure:

You can increase the fuel pressure up to the point that the injector will never open
( caused by excessive pressure on the rear face of the injector valve), or achieve nearly no
gain due to the fact that flow through an orifice is not directly proportional to the pressure,
but is also dependent on the orifice size!

BTW, there is another formula to calculate the fuel flow after increasing the fuel pressure:
 square root (( new fuel pressure / old fuel
pressure )* flow at old fuel pressure)

i.e.like at school:
if yellow injectors flow 175cc per minute at standard Original 2.5
fuel pressure, how much they'll flow if the pressure will be
increased at 3 bar?
Development:
3 : 2.5 = 1.2.
Square root of 1.2 is about 1.1
1.1 x 175cc = 192cc

So the yellow injector cans flow 192cc per minute with a pressure of 3 bar, good for up to
about 160 HP. With 3.5 bar, the theoretical HP is 175. Above 3.5 bar the injector shows its
limits.

Note that the fuel flow is always calculated with a fully opened injector. To let it cooler you
have to close it for a some aumont of time (Dwell time), thus reduce the calculated hp's of
about 15-20%.

The fuel pressure regulators on L/LE Jetronic systems are not adjustable. From what I
know, the fuel pressure (with vacuum hose disconnected) is 3.0 bar for L-Jetronic systems,
and 2.5 bar for the LE-Jetronic system.

As you can see on the pic there's a spring which is pre-tensioned. Increasing this pre-
tension will reduce the fuel returning in the tank, so increasing the pressure along the
injectors fuel rail. The FSE adjustable fuel pressure regulators (Malpassi, Weber) have just
a screw to increase the pre-tension up to the point where you can completely obstruct the
return line, so achieving max fuel pump pressure (around 5 bar when the pump is NEW!).

The following diagram gives an idea on how it works.

In reality the lines are 'parallel' up to the point where the force of the spring overcomes
the vaacum in the manifold.

Increasing the injector open time

To have a longer opening time you have to fool the ECU, modifying the values coming
from the sensors. The ECU has to see an increased engine load, a lower water temp or a
lower air temp.

Air sensor
The air sensor fitted on the airmeter is an NTC resistor: as temp increases so its resistance
become less.

It has little influence on the opening time. Physics laws say that a colder air is denser than
a hotter one, thus to maintain the correct A/F ratio you need more fuel. Disconnecting it
means an open circuit (infinite Ohm) for the ECU=a very low air temp=bigger opening
time! Short-circuiting the sensor means a closed circuit =hot air=less fuel. Fitting a
resistive trimmer in series or in parallel to the air sensor you could find the correct A/F
ratio. Be aware that in this way you are increasing or decreasing the A/F ratio throughout
the engine range.

Water temp sensor

Like the air sensor, also the water temp sensor it is a NTC device. But since it is related to
the engine temp, it has a bigger influence on the opening time of the injectors. A colder
engine needs more fuel to run. Here the mods are the same (an additional resistor in
series or parallel) like for the air sensor, but the increased-decreased opening time is much
more dramatic. As with the Air Temp Sensor, you are increasing or decreasing the A/F
ratio throughout the engine range.

Airflow meter

This is the most difficult part to tune. Engines are mapped following their torque curve, not
the hp's curve. Normally an engine needs the biggest fuel flow when it is working at its
max torque point. Here the VE (volumetric efficiency) is the biggest, you are getting max
air cylinders' filling. Past the max torque point, the VE is slowing reduced (depending on
engine's configuration) and the engine will needs less fuel than before. Sometimes, tuners
(and car's manufacturers) map the engine management to enrich again the A/F ratio at
higher load/revs after max VE point. This is done only for a safety reason, in fact a richer
ratio with an excess of fuel, helps the cooling effect within the comb chambers. BTW, this
happens with engine that have only one point of max Torque. If your engine has two
points (or better a valley in the shape of the torque curve, due to exhaust/inlet
configuration, you'll need again an enrichment of the ratio.

All these examples are reffered at WOT (wide open throttle). With medium and light loads,
your engine will needs less fuel cause less cylinder filling (reduced VE).

If the engine has a fat and large torque curve, the mapping is much more easy. You'll need
to spray near the same quantity of fuel all along the torque curve. Also ignition mapping is
more easy for the same reason. If your engine has a sudden and steep curve (a 'nervous'
engine to drive) fuelling requirements are really differents along the curves. Here both inj
and ign maps are a bit hard to set.

After the engine pasts the point (or points) of max VE to reach max hp's point, the fuelling
is only a function of the increased rpm's. Yes, you need more fuel to reach max hp's but
from now is only a function of engine speed. As speed increases, so fuel increases
(injectors pulses are with the crankshaft/distributor linked).

The potentiometer in the airflowmeters fitted on L/LE systems reach its end of the travel
depending on the engine and its configuration. I've seen meters going flat out before max
VE, at max VE and past max VE. Once the meters reach the end of its travel, the opening
time drove by the ECU to the injectors remains a fixed value. In turn, the meter is not able
to calculate increased airflow once it reached WOF (wide open flap).

If you vary the VE of the engine increasing its airflow potential , you'll probably need
(depending on state of tune) a meter's recalibration or a bigger meter.

How to check if the meter is too small, its max travel, without having a roller-dyno too see
it directly? An easy way (without to drill inlet's components to fit vaacum gauges) is using
a multimeter in = V setted (10V full scale), putting the black terminal on the left side of
the carbon track (low voltage, where the wipe seats at ignition key off position) and the
red terminal on the wipe terminal. With engine off and key ign on, open by hand the flap
completely (WOF) and measure its voltage. Start the engine, drive the car in 3rd gear, at
WOT from 2000 rpm upward to max rpm's, and with the multimeter in hand look where
the meter is reaching that measured voltage. If you know the state of tune of your engine,
you'll able also to recognize if the meter is too small or not. When you accelerate violently,
the flap will soon goes flat open, for a matter of phisics laws and engine config, just for
some seconds, then it will stabilize itself with a stable reading. Remember that is true that
after max VE point you don't need more fuel, but could happen that (if you've increased a
lot the rpm potential than as in origin) the meter passage begins to restrict the airflow,
just cause the airflow velocity is faster than before (increased VE and bigger rpm's
potential) and is not able to pass throught the meter orifice. Also note that, at some
extents, the spread between the max torque value and max hp value is given by the
stroke/rod lenght combo. A long rod/stroke combo tends to have narrow distance between
hp and torque highest values and viceversa.

Points of mods on the meter:

Point A are the resistances along the carbon track yet mentioned before.
Point B is the mixture screw. It is a bypass of air over the flap. Tightening the screw
(closing the bypass) means to have a bigger aperture of the flap, thus a greater signal to
the ECU, thus a richer fuel flow. Keep in mind that this screw has effect only for about the
first 1/3 travel of the flap, hence you are varying the light loads conditions.
Point C is that device that enstabilishes (?) the correlation between airflow and electric
signal to the ECU. Routing the toothed gear in clock sense (?) means that you're increasing
the spring of the meter (less fuel sprayed) and viceversa. Varying the position of the gear
means to have 9-12% richer/leaner mixture per notch. A very stiff springs is detrimental
for engine's performance cause its major effort to keep open the meter. Don't think that a
weak spring help you so much during acceleration. There are those two devices (fuel
pressure regulator (linked to manifold vaacum!) and TPS) to recognize acceleration, and
thus you don't need that sort of acceleration pump effect used on carbs. Moving the
notches have a linear effect all along the range of the meter (due to te fact the spring is
spiral shaped!), but with the added effect of vary the flap spring stiffness. Point D here you
can move only the position of the wiper on the carbon track for more or less fuel without
varying the stiffness of the meter's spring.

Throttle Position Switch

Here you cannot do much. Just you could bend the full load contact to achieve before or
later the 8-10% enrichment mentioned before. Anyway, if you're intended to set the meter
by yourself, keep in mind that results will never be so accurate as before, so emissions and
fuel consumptions could really play a big rule.... And in short, after messing with this
systems for a long time, now I own a DTA programmable engine management!!!

See: www.dtafast.co.uk

Cicco

Bosch LE Jetronic (BMW) Copyright Equiptech

Bosch LE jetronic
There is much confusion about the actual type of injection system fitted to many BMW motor
cars during the period 1980 to
1989. Many BMW vehicles were equipped with Bosch 'L' jetronic from the mid 1970's until the
mid 1980's. From about 1982
Bosch 'LE' jetronic was widely used to replace the 'L' system and 'LE' itself was also phased
out from the mid 1980's. Bosch
Motronic was also used from about 1982 and by 1989 was fitted to all models. However, there
are many variations of Motronic
and the various Motronic documents in CAPS should be consulted for more information.
Both 'L' and 'LE' jetronic control the fuel system alone. Both jetronic systems function in
conjunction with an electronic ignition
system of some description and are analogue systems without a self-diagnostic function. The
later Motronic systems also control
ignition primary and have become increasingly complex as Motronic has evolved.
In addition, most BMW vehicles are equipped with a SD/ service function from about 1983.
The service function operates
independently of the injection ECU on 'L' and 'LE' models; but operates in conjunction with
Motronic where this system is fitted.
The confusion that arises about the 'L' and 'LE' jetronic systems is compounded by many data
books (including some technical
documentation from BMW itself) that term both systems as 'L' jetronic - irrespective of which
system is actually fitted. There are a
number of vital differences between the two systems and the type fitted to the vehicle under
test should be identified since test
procedures certainly differ and connections to the ECU are quite different. Identification is
actually made quite easy if the ECU
multiplug is inspected. The 'L' jetronic ECU contains 35 pins and the 'LE' jetronic ECU
contains 25 pins.
This document concerns BMW vehicles equipped with 'LE' jetronic and we will now
concentrate fully on that model.
Both 4 and 6 cylinder engines use LE jetronic, with a number of minor differences between
applications.
Either Bosch LE or LE2 may be fitted to BMW vehicles that are covered by this document. LE
(sometimes called LE1) utilises a
cold start valve and TTS as an aid to starting the engine from cold. LE2 is an enhancement of
the earlier system and identical in
most respects to LE. The main difference between LE2 and LE is that LE2 has dispensed with
the cold start valve and TTS.
During engine start from cold, LE2 pulse duration is increased to provide a richer air/fuel
mixture.
A 25 pin connector and multi-plug connects the ECU to the battery, sensors and actuators.
Basic ECU operation
When the ignition is switched on, voltage is applied to the fuel injection relay. Once the engine
is cranked upon the starter,
cranking voltage is applied to ECU pin 4 and relay terminal 50. The relay windings are
energised, the relay contacts close and
voltage is output at relay terminal 87 and either 87a or 87b (depending on vehicle). Voltage is
thus applied to the ECU at terminal
9, AFS, TS, AAV (electrical type) and the fuel pump.
Once the engine speed rises above 400 rpm, a speed signal from the ignition coil terminal 1
to terminal 1 of the relay and
terminal 1 of the ECU holds the relay contacts energised. If the engine speed falls below 400
rpm, the relay will be de-energised
and the relay voltage output will cease. The engine will stop.
The Injectors, are supplied with nbv from the main relay and the ECU completes the circuit by
pulsing the actuator wire to earth.
Signal processing
As a result of data from the engine sensors, the ECU will calculate the correct injector pulse
duration right across the engine rpm,
load and temperature range.
Engine load determines the basic injection pulse value and correction factors are applied for
starting, deceleration, part and
full-load operation. The main engine load sensor is the AFS and the main correction factors
are engine speed and engine
temperature. Other correction factors are determined from the TS and ATS signals. The
engine temperature is determined by a
signal from the CTS and the engine speed from the ignition coil terminal number 1.
Service connection.
From about 1983, most BMW vehicles are equipped with a service connection. The service
connection contains 15 pins and
operates independently of the injection ECU on 'LE' models. A BMW or Bosch service tool
can be attached to the service
connection for functions like checking the ignition timing or resetting the service lights.
In addition, 6 cylinder engines are equipped with a TDC position sensor. The TDC position
sensor is provided for information
purposes, and has absolutely no effect on engine operation. When the service tool is
connected to the service connector, the
TDC position sensor allows timing data to be measured.
Service lights
There is a cluster of LED's on the dash: five green, one yellow and three red. Up to five green
LED's will light when the ignition is
turned on. However, the LED's will extinguish once the engine is started. When the yellow
light comes on, service is due. When
one or more of the red lights illuminate, this means that service is overdue & should be
attended to immediately. Once the
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Bosch LE Jetronic (BMW) Copyright Equiptech
service has been completed, the service lights memory should be reset .In addition to Bosch
and BMW tools, a number of
proprietary tools are also available for resetting the service lights memory.
Fuel injection
The Bosch LE jetronic system is a multi-point injection system and pulses all injectors at the
same time - ie simultaneously and
twice per engine cycle. The fuel injectors are mounted in the inlet stubs to the engine inlet
valves so that a finely atomised fuel
spray is directed onto the back of each valve. In 4 cylinder engines all injectors are pulsed
together. In 6 cylinder engines the
injectors are pulsed in two banks of three.
Half of the required fuel per engine cycle is injected at each engine revolution. This means
that fuel will lie briefly on the back of
an inlet valve until that valve opens. During engine start from cold, the pulse duration is
increased to provide a richer air/fuel
mixture.
The LE jetronic ECU contains a fuel map with an injector opening time for basic conditions of
speed and load. Information is
then gathered from engine sensors such as the AFS, CTS, and TS. As a result of this
information, the ECU will look-up the
correct injector pulse duration right across the engine rpm, load and temperature range.
During full-load operation, the ECU provides additional enrichment. During closed throttle
operation above a certain rpm
(deceleration), the ECU will cut-off fuel injection. Injection will be reintroduced once the rpm
returns to idle or the throttle is
opened.
Fuel injectors
The fuel injector is a magnetically operated solenoid valve that is actuated by the ECU.
Voltage to the injectors is applied from
the main relay and the earth path is completed by the ECU for a period of time (called pulse
duration) of between 1.5 and 10
milliseconds. The pulse duration is very much dependant upon engine temperature, load,
speed and operating conditions. When
the magnetic solenoid closes, a back EMF voltage of up to 60 volts is induced.
AFS
The AFS is located between the air filter and the throttle body. As air flows through the sensor
it deflects a vane (flap). The
greater the volume of air, the more will the flap be deflected. The vane is connected to a wiper
arm which wipes a potentiometer
resistance track and so varies the resistance of the track. This allows a variable voltage signal
to be returned to the ECU.
Three wires are used by the circuitry of this sensor and it is often referred to as a three wire
sensor. Nominal battery voltage from
the system relay is applied to the resistance track with the other end connected to the AFS
earth. The third wire is connected to
the wiper arm and returns the output signal to the ECU at pin number 7.
From the voltage returned, the ECU is able to calculate the volume of air (load) entering the
engine and this is used to calculate
the main fuel injection duration. To smooth out inlet pulses, a damper is connected to the AFS
vane. The AFS exerts a major
influence on the amount of fuel injected.
ATS
The ATS is mounted in the AFS inlet tract and measures the air temperature before it enters
the inlet manifold. Because the
density of air varies in inverse proportion to the temperature, the ATS signal allows more
accurate assessment of the volume of
air entering the engine. However, the ATS has only a minor correcting effect on ECU output.
Voltage is applied to the ATS resistance from the AFS voltage supply and the signal returned
to the ECU at pin number 8. The
ATS operates on the NTC principle. A variable voltage signal is returned to the ECU based
upon the air temperature.
CO adjustment
This system utilises an air bleed screw to trim the CO value. An air channel allows a small
volume of air to by-pass the air flowing
through the vane. As the by-pass is moved, the air volume acting upon the vane is altered
and the vane moves its position. The
changed position results in an altered signal to the ECU and a change in fuel volume injected.
CTS
The CTS is immersed in the coolant system and contains a variable resistance that operates
on the NTC principle. When the
engine is cold, the resistance is quite high. Once the engine is started and begins to warm-up,
the coolant becomes hotter and
this causes a change in the CTS resistance. As the CTS becomes hotter, the resistance of the
CTS reduces (NTC principle) and
this returns a variable voltage signal to the ECU based upon the coolant temperature.
The open circuit supply to the sensor from the ECU is slightly under nbv and this voltage
reduces to a value that depends upon
the resistance of the CTS resistance. Normal operating temperature is usually from 80 to
100 C. The ECU uses the CTS
signal as a main correction factor when calculating ignition timing and injection duration.
TS
A throttle switch with dual contacts is provided to inform the ECU of idle position, deceleration,
cruising and full-load (WOT)
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Bosch LE Jetronic (BMW) Copyright Equiptech
conditions.
Voltage at nbv is applied to TS terminal 18 from the system relay under cranking or running
conditions. The TS earth path is
made through the ECU via terminals 2 and 3.
When the engine is at idle the idle contact (terminal number 2) is closed and the full-load
contact (terminal number 3) is open. As
the throttle is moved to the fully open position, the full-load contact closes and the idle contact
becomes open. Under cruising
conditions with a part-open throttle, both contacts are open.
AAV
The AAV is used in vehicles that do not have any form of idle speed regulation. A thermal
valve or mechanical gate control valve
is used to increase the idle speed during cold engine operation. The AAV is mounted in a
hose that by-passes the throttle plate.
The valve responds to temperature and allows extra air to by-pass the throttle when the
engine is cold. Extra air entering the inlet
manifold causes the idle speed to increase which prevents low idle speed and stalling with a
cold or semi-cold engine.
During cold engine operation, the valve is open and so engine idle speed is increased. As the
engine warms-up, the valve
gradually closes until it is fully closed at normal operating temperature.
Essentially, there are two methods by which the AAV is opened: The valve may be opened by
the rise in temperature of the
coolant as the engine is warmed to operating temperature or the valve may be electrically
opened.
coolant heated operation
The AAV is mounted in a by-pass hose carrying engine coolant. Once the engine has been
started the thermal valve is heated
by the rise in temperature of the coolant and slowly closes so that it is totally closed once the
engine attains normal operating
temperature. Radiated heat from the engine will affect valve operation, and allow the valve to
remain closed when the engine is
hot and is not being operated.
Electrical operation
The AAV resistance is connected to the relay output terminal. Once the engine has been
started voltage is applied to the AAV
resistance. The resistance is heated by voltage and the gate valve slowly closes so that it is
totally closed once the engine
attains normal operating temperature. Radiated heat from the engine will affect valve
operation, and allow the valve to remain
closed when the engine is hot and is not being operated.
Idle speed adjustment
A by-pass valve is provided that connects the inlet manifold to atmosphere. This allows a
metered volume of air to by-pass the
throttle and the valve may be adjusted to increase or reduce the idle speed.
CSV (LE and LE1 only)
The cold start valve is a special fuel injector connected to the fuel rail and mounted in the inlet
manifold. In conjunction with the
TTS, the cold start valve provides additional fuel during engine cranking with the engine cold.
Unlike the system fuel injectors,
which are pulsed open for a period of time determined by the ECU, the CSV is open
continuously during cranking until cut-off by
the action of the TTS.
The period of time that the injector operates is solely determined by the TTS which provides
the earth path to the injector.
Therefore, depending on engine temperature, the injector may not operate for the full
cranking period.
Voltage to the CSV is applied from the starter circuit and is only available whilst the engine is
being cranked.
TTS (LE and LE1 only)
The Thermo Time Switch provides the earth path to the CSV and is also energised by voltage
applied from the starter circuit
(only available whilst the engine is being cranked).
The TTS is immersed in the coolant passage and contains a heating element and a set of
contacts that will open above a certain
temperature. After several seconds cranking with a cold engine, and with the contacts initially
closed, the voltage applied to the
internal heater element will heat the contacts and cause them to open.
The time involved depends upon the coolant temperature and can be up to a maximum of 8
or 12 seconds in very cold
conditions (depending on the type of TTS fitted). Under normal conditions, the time period
may be from 1 to 3 seconds. When
the engine is hot or semi-warm, the contacts may be open before cranking begins or open
almost immediately. In this instance,
little or no fuel is injected from the CSV. The cut-off temperature is either 35C. or 15C.
(depending on type) and the
change-over temperature will fall within 5C. of this temperature.
Relays
The LE jetronic electrical system is controlled by a single tachometric system relay with one
pair of contacts. The tachometric
type relay is energised from a speed signal provided by the ignition system. Without the
speed signal the relay will not function.
A permanent voltage supply is made to relay terminal 30 from the battery positive terminal.
Once the ignition is switched on,
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Bosch LE Jetronic (BMW) Copyright Equiptech
voltage is applied to the fuel injection relay at terminal 15. When the engine is cranked upon
the starter, cranking voltage is
applied to relay terminal 50. The relay windings are energised, the relay contacts close and
voltage is output at relay terminal 87
and 87b (sometimes labelled 87a). Voltage is thus applied to the ECU at terminal 9, the fuel
pump, AFS, TS and AAV.
When the engine speed rises above 400 rpm, a speed signal to terminal 1 of the relay from
the ignition coil terminal number 1
holds the relay contacts energised. If the engine speed falls below 400 rpm, the relay will be
de-energised and the relay voltage
output will cease. The engine will stop.
When the ignition is switched on, the relay winding is momentarily energised which closes the
relay contacts and connects
terminal 30 to terminal 87b or 87 (varies according to model), , thereby providing voltage to
the fuel pump circuit.
After a moment the circuit opens and the pump stops. This brief running of the fuel pump
allows pressure to build within the fuel
pressure lines, and provides for an easier start.
The relay contacts will then remain open until the engine is cranked or run. Once the relay
receives a cranking signal from the
starter circuit, the winding will again be energised by the ECU, and the fuel pump will run until
the engine is stopped.
Fuel pressure system
A roller type fuel pump, driven by a permanent magnet electric motor mounted close to the
fuel tank, draws fuel from the tank
and pumps it to the fuel rail via a fuel filter. The pump is of the 'wet' variety in that fuel actually
flows through the pump and the
electric motor. There is no actual fire risk because the fuel drawn through the pump is not in a
combustible condition.
Mounted upon the armature shaft is an eccentric rotor holding a number of pockets arranged
around the circumference - each
pocket containing a metal roller. As the pump is actuated, the rollers are flung outwards by
centrifugal force to act as seals. The
fuel between the rollers is forced to the pump pressure outlet.
Fuel pressure in the fuel rail is maintained at a constant 2.5 bar by a fuel pressure regulator.
The fuel pump normally provides
much more fuel than is required, and surplus fuel is thus returned to the fuel tank via a return
pipe. In fact, a maximum fuel
pressure in excess of 5 bar is possible in this system. To prevent pressure loss in the supply
system, a non-return valve is
provided in the fuel pump outlet. When the ignition is switched off, and the fuel pump ceases
operation, pressure is thus
maintained for some time.
Fuel transfer pump
In some models a secondary in-tank fuel transfer pump aids the external pump. The internal
fuel pump assembly comprises an
outer and inner gear assembly termed a gerotor. Once the pump motor becomes energised,
the gerotor rotates and as the fuel
passes through the individual teeth of the gerotor, a pressure differential is created. Fuel is
drawn through the pump inlet, to be
pressurised between the rotating gerotor teeth and discharged from the pump outlet into the
fuel supply line.
Fuel pressure regulator
The pressure regulator is fitted on the outlet side of the fuel rail and maintains an even
pressure of 2.5 bar in the fuel rail. The
pressure regulator consists of two chambers separated by a diaphragm. The upper chamber
contains a spring which exerts
pressure upon the lower chamber and closes off the outlet diaphragm. Pressurised fuel flows
into the lower chamber and this
exerts pressure upon the diaphragm. Once the pressure exceeds 2.5 bar, the outlet
diaphragm is opened and excess fuel flows
back to the fuel tank via a return line.
A vacuum hose connects the upper chamber to the inlet manifold so that variations in inlet
manifold pressure will not affect the
amount of fuel injected. This means that the pressure in the rail is always at a constant
pressure above the pressure in the inlet
manifold. The quantity of injected fuel thus depends solely on injector opening time, as
determined by the ECU, and not on a
variable fuel pressure.
At idle speed with the vacuum pipe disconnected, or with the engine stopped and the pump
running, or at WOT the system fuel
pressure will be approximately 2.5 bar. At idle speed (vacuum pipe connected), the fuel
pressure will be approximately 0.5 bar
under the system pressure.
Ignition system
The electronic ignition system fitted to BMW vehicles, equipped with the LE jetronic fuel
injection system, comprises a
conventional distributor used in conjunction with an inductive trigger and separate amplifier.
Inductive trigger
The primary signal to initiate both ignition and fuelling emanates from an inductive trigger
mounted in the distributor. The
inductive trigger consists of an inductive magnet that radiates a magnetic field. The distributor
shaft incorporates a reluctor
containing 4 or 6 lobes set at equal intervals.
As the distributor spins, and the reluctor lobes are rotated in the magnetic field, an AC voltage
signal is generated to indicate the
ignition point.
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Bosch LE Jetronic (BMW) Copyright Equiptech
The peak to peak voltage of the signal (when viewed upon an oscilloscope) can vary from 5
volts at idle to over 100 volts at 6000
rpm. The amplifier converts the AC pulse into a digital signal.
Ignition operation
When the ignition is switched on, voltage is applied to the amplifier and the ignition coil. The
circuit travels through the ignition
coil primary windings to the amplifier switching connection. The circuit is then switched off to
await a cranking or running signal.
Although the circuit is complete, no current is applied until the amplifier pulses the coil to
earth.
When the engine is cranked and during running conditions, the amplifier connects the coil
negative terminal to earth and current
passes through the coil primary windings. The coil begins to build a magnetic field. As the
engine rotates and the inductive
trigger signals the firing point, the amplifier turns off the coil negative circuit. Whilst the engine
is running, the amplifier calculates
the coil turn on time so that the correct dwell period is maintained.
The magnetic field in the coil primary windings quickly collapse, and a high voltage is induced
in the coil secondary windings.
The secondary output travels to the distributor cap via the main HT lead through the medium
of the rotor arm. From the
distributor, the secondary output is distributed to the correct sparkplug, in the firing order of
the engine, via an HT lead.
Amplifier
The amplifier contains the circuitry for switching the coil negative terminal at the correct
moment to instigate ignition. The signal
received by the amplifier from the trigger is of an insufficient level to switch the coil. The signal
is thus amplified by the amplifier
to a level capable of switching the coil negative terminal. The amplifier used in this system
may be supplied either by Bosch type
or Siemens/ Telefunken. The two amplifiers are different in appearance, in circuitry and also in
the way that they function.
Bosch
The Bosch amplifier receives the inductive trigger signal and switches the coil negative
terminal to provide ignition. The coil
switching wire is also connected to the system relay and to the injection ECU so that both
components are directly connected to
the coil negative signal.
Siemens
The Siemens amplifier also receives the inductive trigger signal and switches the coil negative
terminal to provide ignition. The
major difference is that a separate amplifier output wire is connected to the system relay and
to the injection ECU so that both
components are not directly connected to the coil negative signal. The Siemens module
therefore provides two outputs. In
addition, some modules are connected to the starting circuit so that a cranking signal input is
received by the amplifier.
Dwell operation is based upon the principle of the `constant energy current limiting' system.
This means that the dwell period
remains constant at around 4.0 to 5.0 ms, at virtually all engine running speeds. However, the
dwell duty cycle, when measured
in percent or degrees, will vary as the engine speed varies. A current limiting hump is visible
when viewing an oscilloscope
waveform.
Ignition coil
The ignition coil utilises low primary resistance in order to increase primary current and
primary energy. The amplifier limits the
primary current to around 8 amps and this permits a reserve of energy to maintain the
required spark burn time (duration).
Distributor
The distributor contains the inductive trigger and a mechanical advance and retard
mechanism. A vacuum advance capsule is
mounted upon the distributor body.
The distributor also contains secondary HT components (distributor cap, rotor and HT leads)
and serves to distribute the HT
current from the coil secondary terminal to each spark plug in firing order.
Ignition timing
Basic timing is set a few degrees before TDC and the value is calculated to provide efficient
combustion and maximum power
output at a particular speed.
As the engine speed increases, combustion must occur earlier and the ignition point is
advanced by two mechanical weights that
are flung out by centrifugal force. The weights are returned to their base position by the action
of two springs. The distributor
shaft assembly is comprised of two shafts, an outer and inner shaft. One shaft is fixed and the
other is connected to the weights.
As the weights move, the shaft moves to an advanced position.
Because the trigger is attached to the distributor shaft, the moment of trigger will also be
advanced and thus the ignition timing is
advanced. The amount and rate of advance is determined by spring tension and an advance
stop that inhibits weight movement
after a preset number of degrees of rotation.
In addition, a vacuum advance facility advances the timing under light throttle cruise condition
to provide smooth and economical
5
Bosch LE Jetronic (BMW) Copyright Equiptech
running. At small throttle openings, cylinder filling is much reduced and this small mixture is
lightly compressed during the
compression stroke. Modern engines run on lean air / fuel mixtures and the molecules of fuel
are thinly spread. The mixture
takes longer to burn and the spark must occur earlier.
Vacuum in the inlet manifold is high during light throttle operation and a hose connects the
manifold with the distributor advance
capsule. At engine speed over idle, vacuum is piped to the distributor advance capsule and
acts upon the diaphragm. The
advance capsule is connected to the distributor baseplate and pulls the baseplate to an
advanced position when it is actuated.
The timing is advanced under these conditions. The vacuum connection is arranged so that
vacuum advance will not occur at
idle, but only when the throttle plate has been slightly opened.
The marks provided on BMW vehicles are the actual base timing point. Base ignition timing is
adjusted by turning the distributor
in conjunction with a strobe light. When the marks are aligned at idle speed, the base ignition
timing is correct.
< END >
PinTablesCopyrightEquiptech
Pin Connection Test condition Volts/Duty Cycle etc
1 amplifier: t4 (speed signal) ignition on nbv
cranking/running 200 min
dynamic volt drop 2.0 max
2 TS idle contact : t2 cranking/running
throttle closed nbv
throttle part/fully open zero
3 TS full-load contact : t3 cranking/running
throttle closed/part open zero
throttle fully open nbv
4 cranking supply: t50 cranking nbv
5 earth cranking/running 0.25 max
6 unused
7 AFS signal : t7 cranking less than 3.0
Idle 4.50 to 5.00
2000 rpm 5.50 to 6.0
3000 rpm 6.00 to 7.00
snap accelerate 7.00 to 8.00
8 ATS signal AFS : t8 engine running 20C 9.00 to 10.00
9 supply from pump relay: t87a cranking/running nbv
10 CTS signal: t2 engine running 20C 7.00 to 8.00
80C 1.50 to 2.00
11 unused
12 injectors 4, 5, 6 pulse: t1 cranking cold 3.5 to 4.0 ms
running cold 3.5 to 4.0 ms
cranking warm 2.5
running warm 2.5
snap acceleration 6.0+ ms
13 earth cranking/running 0.25 max
14 unused
15 unused
16 instrument panel
17 unused
18 unused
19 unused
20 unused
21 unused
22 unused
23 unused
24 injectors 1, 2, 3 pulse: t1 cranking cold 3.5 to 4.0 ms
running cold 3.5 to 4.0 ms
cranking warm 2.5 ms
running warm 2.5
snap acceleration 6.0+
25 earth cranking/running 0.25 max