Motronic

Bosch Motronic ECU

The Bosch digital Motronic ECU replaced the older analogue L-Jetronic system.

Motronic is the trade name given to a range of digital engine-management systems developed by Bosch.

Contents Motronic ML1.X Motronic 1.1 & 1.3 See also References External links

Motronic ML1.X Motronic ML1.x was one of the first digital engine-management systems developed by Bosch. The basic idea behind the system was to fully integrate and regulate all major engine system parameters, thereby enabling fuel delivery and spark timing control functions to be controlled by the same unit, in an attempt to achieve optimum efficiency, driveability and power output potential. These early Motronic systems integrated the spark timing element with then-existing Jetronic fuel injection technology.

It was originally developed from 1973 and first used in the BMW 7-Series in August 1979[1], before being implemented on several Volvo[2] and Porsche[3] engines throughout the 1980s. It was also used on turbocharged Audi Quattro models during the early 1990s.

The components of the Motronic ML1.x systems for the most part remained unchanged during production, although there are some differences in certain situations. The electronic control unit (ECU) receives information regarding engine speed, crankshaft angle, coolant temperature and throttle position. An air flow meter also measures the volume of air entering the induction system.

If the engine is naturally aspirated, an air temperature sensor is located in the air flow meter to work out the air mass. However, if the engine is turbocharged, an additional charge air temperature sensor is used to monitor the temperature of the inducted air after it has passed through the turbocharger and intercooler, in order to accurately and dynamically calculate the overall air mass.

Main System Characteristics Fuel delivery, ignition timing, and dwell angle incorporated into the same ECU. Crank position and engine speed is determined by a pair of sensors reading from the flywheel. Separate constant idle speed system monitors and regulates base idle speed settings. 5th injector is used to provide extra fuel enrichment during different cold-start conditions. Depending on application and version, an oxygen sensor may be fitted (the system was originally designed for leaded fuel). No knock sensor.

Motronic 1.1 & 1.3 The Motronic 1.1 System was used by BMW from 1987. This was then superseded in 1988 by the Motronic 1.3 system[6] that was also used by PSA on some XU9J-series engines (which previously used Motronic 4.1)[5].

The Motronic 1.1 and 1.3 systems are largely similar, the main improvement being the increased diagnostic capabilities of Motronic 1.3. The 1.3 ECU can store many more detailed fault codes than 1.1, and has a permanent 12-volt feed from the vehicle's battery which allows it to log intermittent faults in memory across several trips. Motronic 1.1 can only advise of a few currently-occuring faults.[7].

The systems include a knock sensor for ignition timing adjustment and the option for a lambda sensor, enabling their use with catalytic converter-equipped vehicles[5].

The ECUs have 2 injection outputs, and the injectors are arranged in 2 "banks" which fire once every two engine revolutions. In an example 4-cylinder engine, one output controls the injectors for cylinders 1 and 3, and the other controls 2 and 4. The system uses a "cylinder ID" sensor mounted to the cam-shaft to detect which cylinders are approaching the top of their stroke, therefore which injector bank should be fired. During start-up (below 600 RPM), or if there is no signal from the cylinder ID sensor, all injectors are fired simultaneously once per engine revolution.[8]

The Motronic system can be 'chipped', which involves replacing the standard EPROM (Erasable Programmable Read Only Memory) chip with one containing a performance enhancing program or 'map' for improved driveability, throttle response, mpg, raised rev limit, etc. Alternatively, the existing EPROM can be blanked in an ultra-violet EPROM eraser and a new program burned into it using an EPROM programmer linked to a PC.

The chip program is written in Assembly langauge, which can be translated into Hex or even binary code by software such as that included with an EPROM programmer. An example of this is as below from a standard BMW 325i chip (part section of the code):

Assembly Language: MOV F0h,0Ah JNB F0h,51h DJNZ 08h,4Eh MOV A,09h CJNE A,#00h,24h ORL C1h,#C0h CLR AFh CLR 93h MOV C6h,A SETB AFh ANL C1h,#3Fh MOV A,#F4h ADD A,C6h MOV C6h,A MOV A,#01h ADDC A,C7h MOV C7h,A ORL C1h,#80h SETB 93h

Hexadecimal Language: 85 0A F0 30 F0 51 D5 08 4E E5 09 B4 00 24 43 C1 C0 C2 AF C2 93 F5 C6 D2 AF 53 C1 3F 74 F4 25 C6 F5 C6 74 01 35 C7 F5 C7 43 C1 80 D2 93 75 08 0A 80 67 B4 01 24 43 C1 30 C2 AF C2 92 F5 C4 D2 AF 53 C1 CF 74 F4 25 C4 F5 C4

The EPROM in a 320i or 325i is a 27C256 type, a 28-pin DIL (Dual In-line) chip. It contains 256K-bits of CMOS memory (arranged as 32,000 words x 8-bits).

References ^ [1]http://www.bosch.com/content/language2/html/3074_3184.htm ^ [2]http://www.ludd.luth.se/~rotax/motronic/motronic.html ^ [3]http://frwilk.com/944dme/ ^ a b c [4]http://www.opel-scanner.com/files/Opel_MotronicML4.1.pdf ^ a b c [5]http://www.taylor-eng.com/ecu/motronic_intro.html ^ [6]http://www.opel-scanner.com/files/DME_1.1_1.3.pdf ^ [7]http://www.opel-scanner.com/files/DME_1.1_1.3.pdf ^ [8]http://www.opel-scanner.com/files/DME_1.1_1.3.pdf

External links Bosch.com official website Retrieved from "http://en.wikipedia.org/wiki/Motronic"