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 FAQ #174
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Engine management ECU - magneti marelli 6lpb fuel injection
Engine management ECU (1320)

The engine ECU manages the injection using the engine torque information .

The engine ECU calculates the requirement for engine torque from the accelerator pedal sensor .

The engine torque request takes account of a number of corrections (torque absorbed by the alternator, torque absorbed by the air con compressor etc.) .

The engine torque request is converted into injection timing, injection phasing, butterfly opening, and ignition advance .

The engine ECU manages the ignition and injection in line with the various parameters received :

The engine speed and the crankshaft position (TDC sensor - camshaft position sensor)

The inlet air pressure (pressure sensor)

The throttle position (throttle potentiometer)

The engine temperature ( coolant thermistor)

The temperature of the air drawn into the cylinders (air temperature sensor)

The speed of the vehicle (vehicle speed sensor)

The oxygen content of exhaust gases (oxygen sensor)

The pinking (knock sensor)

The air conditioning demand

The battery voltage

The pressure in the power assisted steering circuit

By making use of the information, the ECU controls :

The ignition advance and the coil charging time

The idling speed regulation : Engine temperature - Battery voltage - Parking - Air conditioning

The amount of fuel injected, proportional to the injector opening time

The idling speed regulation

The fuel pump

The fuel vapour recycling (canister bleed electrovalve)

The injection cut-off on overspeed and deceleration

The air conditioning cut-off

The trip computer (instant consumption)

The tachometer

The diagnostic warning lamp

The oxygen sensor heating element (downstream oxygen sensor, upstream oxygen sensor)

The ECU also controls the following functions :

Emergency strategies

The diagnostic with memorisation of failures ; Using a diagnostic tool

The cruise control switch

Reduction of engine torque during an ESP adjustment

The engine cooling

The cooling requirement for the air conditioning (BRAC)

The cruise control function

The coded anti-theft device

The dialogue with other ECUs (BSI, ABS, ...) via the CAN (**)

EOBD : European On Board Diagnosis, diagnosis of anti-pollution equipment .

(**) CAN = Controller Area Network .

N.B. : The injection ECU software is updated by downloading (ECU fitted with a flash EPROM) .

Allocation of the connector channels

48 -way black connector

Channel number Allocation of channels

A1 Dialogue line : CAN L network
A2 Dialogue line : CAN H network
A3 Injection ECU power relay control
A4 (not used)
B1 Diagnostic line K
B2 Action on clutch information
B3 Hands-free starting control
B4 (not used)
C1 (not used)
C2 (not used)
C3 Cooling fan diagnostic information
C4 (not used)
D1 (not used)
D2 (not used)
D3 (not used)
D4 Control of fan unit group 1
E1 Accelerator pedal point of resistance sensor earth
E2 Accelerator pedal point of resistance signal
E3 (not used)
E4 Control of fan unit group 2
F1 Accelerator pedal position earth
F2 Accelerator pedal position information 1
F3 Engine running information
F4 Injection ECU main relay control
G1 Accelerator pedal position + 5 V supply
G2 Accelerator pedal position information 2
G3 Redundant stop signal
G4 (not used)
H1 Refrigerant pressure sensor earth
H2 Refrigerant pressure sensor signal
H3 Refrigerant pressure sensor supply
H4 (not used)
J1 (not used)
J2 (not used)
J3 (not used)
J4 Canister discharge electrovalve control
K1 (not used)
K2 (not used)
K3 Remote-controlled wake-up information
K4 (not used)
L1 Body earth
L2 Body earth
L3 (not used)
L4 Injection ECU supply
M1 Body earth
M2 Supplying by the BSM power relay
M3 Supplying by the BSM power relay
M4 Supplying by the BSM power relay

32 -way brown connector

Channel number Allocation of channels
A1 (not used)
A2 Upstream lambda probe (-) signal
A3 Downstream lambda probe (-) signal
A4 Upstream lambda probe heating control
B1 (not used)
B2 Upstream lambda probe (+) signal
B3 Downstream lambda probe (+) signal
B4 Control of the piloted alternator regulator
C1 (not used)
C2 (not used)
C3 (not used)
C4 (not used)
D1 (not used)
D2 (not used)
D3 (not used)
D4 Downstream lambda probe heating control
E1 (not used)
E2 (not used)
E3 Engine speed sensor (-) signal
E4 Knock sensor (+) signal
F1 (not used)
F2 (not used)
F3 Engine speed sensor (+) signal
F4 Knock sensor (+) signal
G1 Cylinder n° 1 injector (-) control
G2 Cylinder n° 2 injector (-) control
G3 Cylinder n° 3 injector (-) control
G4 Cylinder n° 4 injector (-) control
H1 Output : Injectors supply
H2 Input : Injectors supply
H3 Output : Variable timing electrovalve supply
H4 Piloted thermostat control

32 way grey connector

Channel number Allocation of channels
A1 Input : Throttle potentiometer position signal 2
A2 (not used)
A3 Inlet air pressure sensor supply
A4 Throttle potentiometer + 5 V supply
B1 Input : Throttle potentiometer position signal 1
B2 Camshaft sensor signal
B3 Camshaft sensor supply
B4 Throttle potentiometer earth
C1 Inlet air pressure signal
C2 Air temperature signal
C3 (not used)
C4 Camshaft sensor earth
D1 Engine coolant temperature signal
D2 Oil level signal
D3 (not used)
D4 Engine coolant temperature earth
E1 (not used)
E2 (not used)
E3 (not used)
E4 Inlet air pressure sensor earth
F1 Low oil pressure information
F2 (not used)
F3 Variable power steering stop information
F4 Oil temperature and level sensor earth
G1 Inlet air electric motor (+) control
G2 Inlet air electric motor (-) control
G3 Variable timing (VVT) electrovalve control
G4 (not used)
H1 Cylinder N° 4 ignition control
H2 Cylinder N° 1 ignition control
H3 Cylinder N° 2 ignition control
H4 Cylinder N° 3 ignition control

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FAQ Posted by Web Admin Only
Info Created: 22 September 2009
Last Updated: 22 September 2009