Typical operating parameters of VAZ injection engines. Control parameters of a serviceable injection system SUD "Renault F3R" (Svyatogor, Prince Vladimir) Typical parameters of the ecu of foreign cars

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VAZ engine diagnostics

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Tables of typical parameters and tightening torques for threaded connections

January 4

Table of typical parameters, for engine 2111

Parameter	Name	Unit or state	Ignition on	Idling
COEFFF	Fuel correction factor		0,9-1	1-1,1
EFREQ	Frequency mismatch for idling	rpm		±30
FAZ	Fuel injection phase	deg.r.h.	162	312
FREQ	Speed	rpm	0	840-880(800±50)**
FREQX	Idle speed	rpm	0	840-880(800±50)**
FSM	Idle control position	step	120	25-35
INJ	Injection pulse duration	ms	0	2,0-2,8(1,0-1,4)**
INPLAM*	Sign of oxygen sensor operation	Yes/No	RICH	RICH
JADET	Voltage in the detonation signal processing channel	mV	0	0
JAIR	Air flow	kg/hour	0	7-8
JALAM*	Input-referred filtered oxygen sensor signal	mV	1230,5	1230,5
JARCO	Voltage from CO potentiometer	mV	by toxicity	by toxicity
JATAIR*	Voltage from air temperature sensor	mV	-	-
JATHR	Throttle position sensor voltage	mV	400-600	400-600
JATWAT	Voltage from coolant temperature sensor	mV	1600-1900	1600-1900
JAUACC	Voltage in the car's on-board network	IN	12,0-13,0	13,0-14,0
JDKGTC	Dynamic correction factor for cyclic filling with fuel		0,118	0,118
JGBC	Filtered cyclic filling with air	mg/tact	0	60-70
JGBCD	Unfiltered cyclic filling with air according to the DMRV signal	mg/tact	0	65-80
JGBCG	Expected cyclic air filling with incorrect readings of the mass air flow sensor	mg/tact	10922	10922
JGBCIN	Cyclic filling with air after dynamic correction	mg/tact	0	65-75
JGTC	Cyclic fueling	mg/tact	0	3,9-5
JGTCA	Asynchronous cyclic fuel supply	mg	0	0
JKGBC*	Barometric correction factor		0	1-1,2
JQT	Fuel consumption	mg/tact	0	0,5-0,6
JSPEED	Current vehicle speed	km/h	0	0
JURFXX	Tabular frequency setting at idle. Resolution 10 rpm	rpm	850(800)**	850(800)**
NUACC	Quantized voltage of the onboard network	IN	11,5-12,8	12,5-14,6
RCO	Fuel supply correction factor from CO-potentiometer		0,1-2	0,1-2
RXX	Sign of idling	Yes/No	NO	EAT
SSM	Setting the idle speed controller	step	120	25-35
TAIR*	Air temperature in the intake manifold	deg.С	-	-
THR	Current Throttle Position	%	0	0
TWAT		deg.С	95-105	95-105
UGB	Setting the air flow for the idle air control	kg/hour	0	9,8
UOZ	Ignition advance angle	deg.r.h.	10	13-17
UOZOC	Ignition timing for octane corrector	deg.r.h.	0	0
UOZXX	Ignition timing for idling	deg.r.h.	0	16
VALF	The composition of the mixture that determines the fuel supply in the engine		0,9	1-1,1

* These parameters are not used for diagnostics of this engine management system.

** For multiport sequential fuel injection system.

(for engines 2111, 2112, 21045)

Table of typical parameters, for the VAZ-2111 engine (1.5 l 8 cells)

Parameter	Name	Unit or state	Ignition on	Idling
IDLING		Not really	No	Yes
ZONE REGULATOR O2		Not really	No	Not really
O2 LEARNING		Not really	No	Not really
PAST O2		poor/rich	Poor	poor/rich
CURRENT O2		poor/rich	Bedn	poor/rich
T.COOL.L.	Coolant temperature	deg.С	(1)	94-104
AIR/FUEL	Air/fuel ratio		(1)	14,0-15,0
POL.D.Z.		%	0	0
OB.DV		rpm	0	760-840
OB.DV.XX		rpm	0	760-840
DESIRED POL.I.X.		step	120	30-50
CURRENT P.I.X.		step	120	30-50
COR.VR.VP.			1	0,76-1,24
W.O.Z.	Ignition advance angle	deg.r.h.	0	10-20
SK.AVT.	Current vehicle speed	km/h	0	0
BOARD NAP.	On-board network voltage	IN	12,8-14,6	12,8-14,6
J.OB.XX		rpm	0	800(3)
NAP.D.O2		IN	(2)	0,05-0,9
SENS O2 READY		Not really	No	Yes
RATE.O.D.O2		Not really	NO	YES
VR.VLOOKUP		ms	0	2,0-3,0
MA.R.V.	Mass air flow	kg/hour	0	7,5-9,5
CEC.RV.	Cycle air flow	mg/tact	0	82-87
CH.RAS.T.	Hourly fuel consumption	l/hour	0	0,7-1,0

Table note:

Table of typical parameters, for the VAZ-2112 engine (1.5 l 16 cells)

Parameter	Name	Unit or state	Ignition on	Idling
IDLING	Sign of engine idling	Not really	No	Yes
O2 LEARNING	Sign of learning fuel supply by oxygen sensor signal	Not really	No	Not really
PAST O2	The state of the oxygen sensor signal in the last calculation cycle	poor/rich	Poor	poor/rich
CURRENT O2	The current state of the oxygen sensor signal	poor/rich	Bedn	poor/rich
T.COOL.L.	Coolant temperature	deg.С	94-101	94-101
AIR/FUEL	Air/fuel ratio		(1)	14,0-15,0
POL.D.Z.	Throttle position	%	0	0
OB.DV	Motor rotation speed (resolution 40 rpm)	rpm	0	760-840
OB.DV.XX	Engine speed at idle (resolution 10 rpm)	rpm	0	760-840
DESIRED POL.I.X.	Desired idle speed control position	step	120	30-50
CURRENT P.I.X.	The current position of the idle speed control	step	120	30-50
COR.VR.VP.	Injection pulse width correction factor based on DC signal		1	0,76-1,24
W.O.Z.	Ignition advance angle	deg.r.h.	0	10-15
SK.AVT.	Current vehicle speed	km/h	0	0
BOARD NAP.	On-board network voltage	IN	12,8-14,6	12,8-14,6
J.OB.XX	Desired idle speed	rpm	0	800
NAP.D.O2	Oxygen sensor signal voltage	IN	(2)	0,05-0,9
SENS O2 READY	Oxygen sensor readiness for operation	Not really	No	Yes
RATE.O.D.O2	The presence of a controller command to turn on the DC heater	Not really	NO	YES
VR.VLOOKUP	Fuel injection pulse duration	ms	0	2,5-4,5
MA.R.V.	Mass air flow	kg/hour	0	7,5-9,5
CEC.RV.	Cycle air flow	mg/tact	0	82-87
CH.RAS.T.	Hourly fuel consumption	l/hour	0	0,7-1,0

Table note:

(1) - Parameter value is not used for ECM diagnostics.

(2) - When the oxygen sensor is not ready for operation (not warmed up), the sensor output voltage is 0.45V. After the sensor warms up, the signal voltage with the engine off will be less than 0.1V.

Table of typical parameters, for the VAZ-2104 engine (1.45 l 8 cells)

Parameter	Name	Unit or state	Ignition on	Idling
IDLING	Sign of engine idling	Not really	No	Yes
ZONE REGULATOR O2	Sign of work in the adjustment zone by the oxygen sensor	Not really	No	Not really
O2 LEARNING	Sign of learning fuel supply by oxygen sensor signal	Not really	No	Not really
PAST O2	The state of the oxygen sensor signal in the last calculation cycle	poor/rich	poor/rich	poor/rich
CURRENT O2	The current state of the oxygen sensor signal	poor/rich	poor/rich	poor/rich
T.COOL.L.	Coolant temperature	deg.С	(1)	93-101
AIR/FUEL	Air/fuel ratio		(1)	14,0-15,0
POL.D.Z.	Throttle position	%	0	0
OB.DV	Motor rotation speed (resolution 40 rpm)	rpm	0	800-880
OB.DV.XX	Engine speed at idle (resolution 10 rpm)	rpm	0	800-880
DESIRED POL.I.X.	Desired idle speed control position	step	35	22-32
CURRENT P.I.X.	The current position of the idle speed control	step	35	22-32
COR.VR.VP.	Injection pulse width correction factor based on DC signal		1	0,8-1,2
W.O.Z.	Ignition advance angle	deg.r.h.	0	10-20
SK.AVT.	Current vehicle speed	km/h	0	0
BOARD NAP.	On-board network voltage	IN	12,0-14,0	12,8-14,6
J.OB.XX	Desired idle speed	rpm	0	840(3)
NAP.D.O2	Oxygen sensor signal voltage	IN	(2)	0,05-0,9
SENS O2 READY	Oxygen sensor readiness for operation	Not really	No	Yes
RATE.O.D.O2	The presence of a controller command to turn on the DC heater	Not really	NO	YES
VR.VLOOKUP	Fuel injection pulse duration	ms	0	1,8-2,3
MA.R.V.	Mass air flow	kg/hour	0	7,5-9,5
CEC.RV.	Cycle air flow	mg/tact	0	75-90
CH.RAS.T.	Hourly fuel consumption	l/hour	0	0,5-0,8

Table note:

(1) - Parameter value is not used for ECM diagnostics.

(2) - When the oxygen sensor is not ready for operation (not warmed up), the sensor output voltage is 0.45V. After the sensor warms up, the signal voltage with the engine off will be less than 0.1V.

(3) - For controllers with later software versions, the desired idle speed is 850 rpm. Accordingly, the tabular values ​​of the OB.DV parameters also change. and OB.DV.XX.

(for engines 2111, 2112, 21214)

Table of typical parameters, for engine 2111

Parameter	Name	Unit or state	Ignition on	Idling (800 rpm)	Idling (3000 rpm)
TL	Load parameter	msec	(1)	1,4-2,1	1,2-1,6
UB	On-board network voltage	IN	11,8-12,5	13,2-14,6	13,2-14,6
TMOT		deg.С	(1)	90-105	90-105
ZWOUT	Ignition advance angle	deg.r.h.	(1)	12±3	35-40
DKPOT	Throttle position	%	0	0	4,5-6,5
N40		rpm	(1)	800±40	3000
TE1	Fuel injection pulse duration	msec	(1)	2,5-3,8	2,3-2,95
MOMPOS	The current position of the idle speed control	step	(1)	40±15	70-85
N10		rpm	(1)	800±30	3000
QADP		kg/hour	±3	±4*	±1
ML	Mass air flow	kg/hour	(1)	7-12	25±2
USVK		IN	0,45	0,1-0,9	0,1-0,9
FR			(1)	1±0.2	1±0.2
TRA		msec	±0.4	±0.4*	(1)
FRA			1±0.2	1±0.2*	1±0.2
TATE		%	(1)	0-15	30-80
USHK		IN	0,45	0,5-0,7	0,6-0,8
TANS		deg.С	(1)	-20...+60	-20...+60
BSMW		g	(1)	-0,048	-0,048
FDKHA	Altitude adaptation factor		(1)	0,7-1,03*	0,7-1,03
RHSV		Ohm	(1)	9-13	9-13
RHSH		Ohm	(1)	9-13	9-13
FZABGS			(1)	0-15	0-15
QREG		kg/hour	(1)	±4*	(1)
LUT_AP			(1)	0-6	0-6
LUR_AP			(1)	6-6,5(6-7,5)***	6,5(15-40)***
ASA	Adaptation parameter		(1)	0,9965-1,0025**	0,996-1,0025
DTV		msec	±0.4	±0.4*	±0.4
ATV		sec	(1)	0-0,5*	0-0,5
TPLRVK		sec	(1)	0,6-2,5	0,6-1,5
B_LL	Sign of engine idling	Not really	NO	YES	NO
B_KR	Knock control active	Not really	(1)	YES	YES
B_KS		Not really	(1)	NO	NO
B_SWE		Not really	(1)	NO	NO
B_LR		Not really	(1)	YES	YES
M_LUERKT	Misfire	Yes/No	(1)	NO	NO
B_ZADRE1		Not really	(1)	YES*	(1)
B_ZADRE3		Not really	(1)	(1)	YES

Table of typical parameters, for engine 2112

Parameter	Name	Unit or state	Ignition on	Idling (800 rpm)	Idling (3000 rpm)
TL	Load parameter	msec	(1)	1,4-2,0	1,2-1,5
UB	On-board network voltage	IN	11,8-12,5	13,2-14,6	13,2-14,6
TMOT	coolant temperature	deg.С	(1)	90-105	90-105
ZWOUT	Ignition advance angle	deg.r.h.	(1)	12±3	35-40
DKPOT	Throttle position	%	0	0	4,5-6,5
N40	Engine speed	rpm	(1)	800±40	3000
TE1	Fuel injection pulse duration	msec	(1)	2,5-3,5	2,3-2,65
MOMPOS	The current position of the idle speed control	step	(1)	40±10	70-80
N10	Idle speed	rpm	(1)	800±30	3000
QADP	Idle Air Flow Adaptation Variable	kg/hour	±3	±4*	±1
ML	Mass air flow	kg/hour	(1)	7-10	23±2
USVK	Control oxygen sensor signal	IN	0,45	0,1-0,9	0,1-0,9
FR	Correction coefficient for fuel injection time according to UDC signal		(1)	1±0.2	1±0.2
TRA	Additive component of self-learning correction	msec	±0.4	±0.4*	(1)
FRA	Multiplicative component of self-learning correction		1±0.2	1±0.2*	1±0.2
TATE	Canister Purge Signal Duty Cycle	%	(1)	0-15	30-80
USHK	Diagnostic oxygen sensor signal	IN	0,45	0,5-0,7	0,6-0,8
TANS	Intake air temperature	deg.С	(1)	-20...+60	-20...+60
BSMW	Filtered Rough Road Sensor Signal Value	g	(1)	-0,048	-0,048
FDKHA	Altitude adaptation factor		(1)	0,7-1,03*	0,7-1,03
RHSV	Shunt resistance in the heating circuit UDC	Ohm	(1)	9-13	9-13
RHSH	Shunt resistance in the heating circuit of the FDC	Ohm	(1)	9-13	9-13
FZABGS	Emission Misfire Counter		(1)	0-15	0-15
QREG	Idle air flow parameter	kg/hour	(1)	±4*	(1)
LUT_AP	Measured amount of uneven rotation		(1)	0-6	0-6
LUR_AP	Threshold value of uneven rotation		(1)	6-6,5(6-7,5)***	6,5(15-40)***
ASA	Adaptation parameter		(1)	0,9965-1,0025**	0,996-1,0025
DTV	Injector influence factor on mixture adaptation	msec	±0.4	±0.4*	±0.4
ATV	Integral part of the feedback delay on the second sensor	sec	(1)	0-0,5*	0-0,5
TPLRVK	O2 sensor signal period before catalytic converter	sec	(1)	0,6-2,5	0,6-1,5
B_LL	Sign of engine idling	Not really	NO	YES	NO
B_KR	Knock control active	Not really	(1)	YES	YES
B_KS	Anti-knock protection active	Not really	(1)	NO	NO
B_SWE	Bad Road for Misfire Diagnosis	Not really	(1)	NO	NO
B_LR	Sign of work in the control zone according to the control oxygen sensor	Not really	(1)	YES	YES
M_LUERKT	Misfire	Yes/No	(1)	NO	NO
B_LUSTOP		Not really	(1)	NO	NO
B_ZADRE1	Gear adaptation made for speed range 1	Not really	(1)	YES*	(1)
B_ZADRE3	Gear adaptation made for speed range 3	Not really	(1)	(1)	YES

(1) - Parameter value for system diagnostics is not used.

* When the battery terminal is removed, these values ​​are reset to zero.

** Checking this parameter is relevant if B_ZADRE1="Yes".

*** In parentheses is the range of typical parameter values ​​for the case when the ASA parameter value is defined.

NOTE. The table shows the parameter values ​​for a positive ambient temperature.

Table of typical parameters, for engine 21214-36

Parameter	Name	Unit or state	Ignition on	Idling (800 rpm)	Idling (3000 rpm)
TL	Load parameter	msec	(1)	1,4-2,0	1,2-1,5
UB	On-board network voltage	IN	11,8-12,5	13,2-14,6	13,2-14,6
TMOT	coolant temperature	deg.С	(1)	90-105	90-105
ZWOUT	Ignition advance angle	deg.r.h.	(1)	12±3	35-40
DKPOT	Throttle position	%	0	0	4,5-6,5
N40	Engine speed	rpm	(1)	850±40	3000
TE1	Fuel injection pulse duration	msec	(1)	4,0-4,4	4,0-4,4
MOMPOS	The current position of the idle speed control	step	(1)	30±10	70-80
N10	Idle speed	rpm	(1)	850±30	3000
QADP	Idle Air Flow Adaptation Variable	kg/hour	±3	±4*	±1
ML	Mass air flow	kg/hour	(1)	8-10	23±2
USVK	Control oxygen sensor signal	IN	0,45	0,1-0,9	0,1-0,9
FR	Correction coefficient for fuel injection time according to UDC signal		(1)	1±0.2	1±0.2
TRA	Additive component of self-learning correction	msec	±0.4	±0.4*	(1)
FRA	Multiplicative component of self-learning correction		1±0.2	1±0.2*	1±0.2
TATE	Canister Purge Signal Duty Cycle	%	(1)	30-40	50-80
USHK	Diagnostic oxygen sensor signal	IN	0,45	0,5-0,7	0,6-0,8
TANS	Intake air temperature	deg.С	(1)	+20±10	+20±10
BSMW	Filtered Rough Road Sensor Signal Value	g	(1)	-0,048	-0,048
FDKHA	Altitude adaptation factor		(1)	0,7-1,03*	0,7-1,03
RHSV	Shunt resistance in the heating circuit UDC	Ohm	(1)	9-13	9-13
RHSH	Shunt resistance in the heating circuit of the FDC	Ohm	(1)	9-13	9-13
FZABGS	Emission Misfire Counter		(1)	0-15	0-15
QREG	Idle air flow parameter	kg/hour	(1)	±4*	(1)
LUT_AP	Measured amount of uneven rotation		(1)	0-6	0-6
LUR_AP	Threshold value of uneven rotation		(1)	10,5***	6,5(15-40)***
ASA	Adaptation parameter		(1)	0,9965-1,0025**	0,996-1,0025
DTV	Injector influence factor on mixture adaptation	msec	±0.4	±0.4*	±0.4
ATV	Integral part of the feedback delay on the second sensor	sec	(1)	0-0,5*	0-0,5
TPLRVK	O2 sensor signal period before catalytic converter	sec	(1)	0,6-2,5	0,6-1,5
B_LL	Sign of engine idling	Not really	NO	YES	NO
B_KR	Knock control active	Not really	(1)	YES	YES
B_KS	Anti-knock protection active	Not really	(1)	NO	NO
B_SWE	Bad Road for Misfire Diagnosis	Not really	(1)	NO	NO
B_LR	Sign of work in the control zone according to the control oxygen sensor	Not really	(1)	YES	YES
M_LUERKT	Misfire	Yes/No	(1)	NO	NO
B_LUSTOP	Misfire detection suspended	Not really	(1)	NO	NO
B_ZADRE1	Gear adaptation made for speed range 1	Not really	(1)	YES*	(1)
B_ZADRE3	Gear adaptation made for speed range 3	Not really	(1)	(1)	YES

(1) - Parameter value for system diagnostics is not used.

* When the battery terminal is removed, these values ​​are reset to zero.

** Checking this parameter is relevant if B_ZADRE1="Yes".

*** In parentheses is the range of typical parameter values ​​for the case when the ASA parameter value is defined.

NOTE. The table shows the parameter values ​​for a positive ambient temperature.

(for engines 2111, 21114, 21124, 21214)

Table of typical parameters, for engine diagnostics 2111

Parameter	Name	Unit or state	Ignition on	Idling (800 min-1)	Idling (3000 min-1)
TMOT	Coolant temperature	OS	(1)	90-105	90-105
TANS	Intake air temperature	OS	(1)	-20...+50	-20...+50
UB	Voltage in the on-board network	IN	11,8-12,5	13,2-14,6	13,2-14,6
WDKBA	Throttle position	%	0	0	2-6
NMOT	Engine speed	min-1	(1)	800±40	3000
ML	Mass air flow	kg/h	(1)	7-12	24-30
ZWOUT	Ignition advance angle	Op.k.v.	(1)	7-17	22-30
RL	Load parameter	%	(1)	18-24	14-18
FHO	Altitude adaptation factor		(1)	0,7-1,03*	0,7-1,03*
TI	Fuel injection pulse duration	ms	(1)	3,5-4,3	3,2-4,0
MOMPOS			(1)	40±15	90±15
DMDVAD		%	(1)	±5	±5
USVK	Oxygen sensor signal	IN	0,45	0,05-0,8	0,05-0,8
FR	Correction coefficient for fuel injection time according to UDC signal		(1)	1±0.2	1±0.2
LUMS		rev/sec2	(1)	0...5	0...10
FZABG			(1)	0	0
TATEOUT	Canister Purge Signal Duty Cycle	%	(1)	0-15	90-100
VSKS	Instant fuel consumption	l/hour	(1)	(1)	(1)
FRA			1±0.2	1±0.2*	1±0.2*
RKAT		%	(1)	±5	±5
B_LL	Sign of engine idling	Not really	NO	YES	NO

(1) - Parameter value for system diagnostics is not used.

NOTE. The table shows the parameter values ​​for a positive ambient temperature.

Table of typical parameters, for diagnosing engines 21114 and 21124

Parameter	Name	Unit or state	Ignition on	Idling (800 min-1)	Idling (3000 min-1)
TMOT	Coolant temperature	OS	(1)	90-98	90-98
UB	Voltage in the on-board network	IN	11,8-12,5	13,8-14,1	13,8-14,1
WDKBA	Throttle position	%	0	0-78 (82)	0-78 (82)
NMOT	Engine speed	min-1	(1)	840±50	3000±50
ML	Mass air flow	kg/h	(1)	7.5-10.5		ZWOUT	Ignition advance angle	Op.k.v.	(1)	12±3	30-35
WKR_X	The amount of rebound of the ignition timing during detonation	Op.k.v.	(1)	0	-2.5...0
RL	Load parameter	%	(1)	14-23	14-23
RLP	%	(1)	14-23	14-23
FHO	Altitude adaptation factor		(1)	0,94-1,02	0,94-1,02
TI	Fuel injection pulse duration	ms	(1)	2,7-4,3	2,7-4,3
NSOL	Desired engine speed	min-1	(1)	840	(1)
MOMPOS	The current position of the idle speed control step		(1)	24±10	45-75
DMDVAD	Idle adjustment adaptation parameter	%	(1)	±2	±2
USVK	Control oxygen sensor signal	IN	0,45	0,06-0,8	0,06-0,8
FR	Correction coefficient for fuel injection time according to UDC signal		(1)	1±0.25	1±0.25
LUMS	Irregular rotation of the crankshaft	1/s2	(1)	±5	±5
FZABG	Toxicity Misfire Counter		(1)	0	0
FZAKTS	Counter of misfires affecting the catalytic converter		(1)	0	0
DMLLRI	Desired torque change to maintain cold. stroke (integral part)	%	(1)	±3	0
DMLLR	Desired torque change to maintain cold. stroke (prop. part)	%	(1)	±3	0
	self-learning	(1)	1±0.12	1±0.12
RKAT	Additive component of self-learning correction	%	(1)	±3.5	±3.5
USHK	Diagnostic oxygen sensor signal	IN	0,45	0,2-0,6	0,2-0,6
TPSVKMR	Signal period of the control oxygen sensor	With	(1)		ATV	Integral part of the DDC feedback delay	ms	(1)	±0.5	±0.5
AHKAT	Converter aging factor		(1)		B_LL	Sign of engine idling	Not really	NO	YES	NO
B_LR	Sign of work in the adjustment zone by the UDC signal	Not really	(1)	YES	YES
B_SBBVK	Sign of readiness UDC	Not really	(1)	YES	YES

(1) - Parameter value for system diagnostics is not used.

NOTE. The table shows the parameter values ​​for a positive ambient temperature.

Table of typical parameters, for engine diagnostics 21214-11

Parameter	Name	Unit or state	Ignition on	Idling (800 min-1)	Idling (3000 min-1)
TMOT	Coolant temperature	OS	(1)	85-105	85-105
TANS	Intake air temperature	OS	(1)	-20...+60	-20...+60
UB	Voltage in the on-board network	IN	11,8-12,5	13,2-14,6	13,2-14,6
WDKBA	Throttle position	%	0	0	3-5
NMOT	Engine speed	min-1	(1)	800±40	3000
ML	Mass air flow	kg/h	(1)	16-20	30-40
ZWOUT	Ignition advance angle	Op.k.v.	(1)	-5±2	35±5
RL	Load parameter	%	(1)	30-40	15-25
FHO	Altitude adaptation factor		(1)	0,6-1,2	0,6-1,2
TI	Fuel injection pulse duration	ms	(1)	7-8	3,5-4,5
MOMPOS	The current position of the idle speed control step		(1)	50±10	55±5
DMDVAD	Idle adjustment adaptation parameter	%	(1)	1±0.01	1±0.01
USVK	Oxygen sensor signal	IN	0,45	0,1-0,9	0,1-0,9
FR	Fuel injection time correction factor by signal		(1)	1±0.2	1±0.2
LUMS	Irregular rotation of the crankshaft	rev/sec2	(1)	2...6	10...13
FZABG	Toxicity Misfire Counter		(1)	0...15	0...15
TATEOUT	Canister Purge Signal Duty Cycle	%	(1)	0-40	90-100
VSKS	Instant fuel consumption	l/hour	(1)	1.7±0.2	3.0±0.2
FRA	Multiplicative component of self-learning correction		1±0.2	1±0.2*	1±0.2*
RKAT	Additive component of self-learning correction	%	(1)	±2	±2
B_LL	Sign of engine idling	Not really	NO	YES	NO

(1) - Parameter value for system diagnostics is not used.

NOTE. The table shows the parameter values ​​for a positive ambient temperature.

Tightening torques for threaded connections	(N.m)
Nuts of fastening of a throttle branch pipe	14,3-23,1
Nuts for fastening the fuel pump module	1-1,5
Screws of fastening of a regulator of idling	3-4
Screws of fastening of the gauge of the mass expense of air	3-5
Vehicle speed sensor	1,8-4,2
Nuts of fastening of fuel lines to the fuel filter	20-34
Injector rail fixing screws	9-13
Screws of fastening of a regulator of pressure of fuel	8-11
Nut of fastening of the inlet fuel line to the ramp	10-20
Nut of fastening of a drain fuel line to a regulator of pressure	10-20
coolant temperature sensor	9,3-15
oxygen sensor	25-45
Screw of fastening of the sensor of position of a cranked shaft	8-12
Bolt,knock sensor mounting nut	10,4-24,2
Nut of fastening of the module of ignition	3,3-7,8
Spark plugs (engine VAZ-21114,21214,2107)	30,7-39
Spark plugs (engine VAZ-2112,21124)	20-30
Ignition coil mounting bolts (VAZ-21114 engine)	14,7-24,5
Ignition coil mounting bolt (VAZ-21124 engine)	3,5-8,2

Greetings dear friends! I decided to devote today's post entirely to the ECU (Electronic Engine Control Unit) of the VAZ 2114 car. After reading the article to the end, you will find out the following: which ECU is on the VAZ 2114 and how to find out its firmware version. I will give step-by-step instructions for its pinout, talk about popular ECU models January 7.2 and Itelma, and also talk about common errors and malfunctions.

The ECU or the VAZ 2114 Electronic Engine Control Unit is a kind of device that can be described as the brain of a car. Through this unit, absolutely everything works in the car - from a small sensor to the engine. And if the device starts to act up, then the machine will simply stand up, because it has no one to command, distribute the work of departments, and so on.

Where is the ECU on the VAZ 2114

In a VAZ 2114 car, the control module is installed under the center console of the car, in particular, in the middle, behind the panel with the radio. To get to the controller, you need to unscrew the latches on the side frame of the console. As for the connection, in the Samar modifications with a one and a half liter engine, the mass of the computer is taken from the body of the power unit, from the fastening of the plugs located to the right of the cylinder head.

In vehicles equipped with 1.6- and 1.5-liter engines with a new type of ECU, the mass is taken from the welded stud. The pin itself is fixed on the metal case of the control panel at the floor tunnel, not far from the ashtray. During production, VAZ engineers, as a rule, fix this pin unreliably, so that over time it can become loose, respectively, this will lead to the inoperability of some devices.

How to find out which ECU is on the VAZ 2114 - January 7.2 January 4 Bosch M1.5.4

To date, there are 8 (eight) generations of the electronic control unit, which differ not only in characteristics, but also in manufacturers. Let's talk about them in a little more detail.

ECU January 7.2 - Specifications

And, so now let's move on to the technical characteristics of the most popular ECU January 7.2

January 7.2 - a functional analogue of the Bosch M7.9.7 block, "parallel" (or alternative, as you like) with M7.9.7, a domestic development of Itelma. January 7.2 looks similar to M7.9.7 - assembled in a similar case and with the same connector, it can be used without any modifications on Bosch M7.9.7 wiring using the same set of sensors and actuators.

The ECU uses the Siemens Infenion C-509 processor (same as the ECU January 5, VS). The block software is a further development of the January 5 software, with improvements and additions (although this is a moot point) - for example, the “anti-jerk” algorithm is implemented, literally “anti-shock” function, designed to ensure smooth starting and gear changes.

The ECU is manufactured by Itelma (хххх-1411020-82 (32), the firmware starts with the letter "I", for example, I203EK34) and Avtel (хххх-1411020-81 (31), the firmware starts with the letter "А", e.g. A203EK34). And the blocks and firmware of these blocks are completely interchangeable.

ECU series 31 (32) and 81 (82) are hardware compatible from top to bottom, that is, firmware for 8-cl. will work in a 16-cl. ECU, but vice versa - no, because in the 8-cl block there are “not enough” ignition keys. By adding 2 keys and 2 resistors, you can "turn" 8-cl. block in 16 cells. Recommended transistors: BTS2140-1B Infineon / IRGS14C40L IRF / ISL9V3040S3S Fairchild Semiconductor / STGB10NB37LZ STM / NGB8202NT4 ON Semiconductor.

ECU January-4 - specifications

The second serial family of ECMs on domestic cars was the January-4 system, which was developed as a functional analogue of GM control units (with the ability to use the same composition of sensors and actuators in production) and was intended to replace them.

Therefore, during the development, the overall and connecting dimensions, as well as the pinout of the connectors, were preserved. Naturally, the ISFI-2S and January-4 blocks are interchangeable, but they completely differ in circuitry and operation algorithms. “January-4” is designed for Russian standards, the oxygen sensor, catalyst and adsorber were excluded from the composition, and a CO adjustment potentiometer was introduced. The family includes control units "January-4" (a very small batch was produced) and "January-4.1" for 8 (2111) and 16 (2112) valve engines.

Versions of “Kvant” are most likely a debug series with firmware J4V13N12 hardware and, accordingly, software are incompatible with subsequent serial controllers. That is, the J4V13N12 firmware will not work in “non-quantum” ECUs and vice versa. Photo of ECU QUANT boards and a conventional serial controller January 4

Features of the ECM: without a converter, an oxygen sensor (lambda probe), with a CO potentiometer (manual CO adjustment), R-83 toxicity standards.

Bosch M1.5.4 - specifications

The next step was the development, together with Bosch, of an ECM based on the Motronic M1.5.4 system, which could be produced in Russia. Other air flow sensors (FMRS) and resonant detonation (designed and manufactured by Bosch) were used. The software and calibrations for these ECMs were first fully developed at AvtoVAZ.

For Euro-2 toxicity standards, new modifications of the M1.5.4 block appear (has an unofficial index “N”, to create an artificial difference) 2111-1411020-60 and 2112-1411020-40, which meet these standards and incorporate an oxygen sensor, a catalytic neutralizer and adsorber.

Also, for the norms of Russia, an ECM was developed for 8-cl. engine (2111-1411020-70), which is a modification of the very first ECM 2111-1411020. All modifications, except for the very first, use a broadband knock sensor. This block began to be produced in a new design - a lightweight leaky stamped case with an embossed inscription "MOTRONIC" (popularly "tin"). Subsequently, EBU 2112-1411020-40 also began to be produced in this design.

The replacement of the construct, in my opinion, is completely unjustified - hermetic blocks were more reliable. New modifications, most likely, have differences in the circuit diagram in the direction of simplification, since the detonation channel in them works less correctly, “tins” “ring” more on the same software.

NPO Itelma has developed an ECU for use in VAZ vehicles, called VS 5.1. This is a fully functional analogue of the January 5.1 ECM, that is, it uses the same harness, sensors and actuators.

VS5.1 uses the same Siemens Infenion C509, 16MHz processor, but is made on a more modern element base. Modifications 2112-1411020-42 and 2111-1411020-62 are designed for Euro-2 standards, which include an oxygen sensor, a catalytic converter and an adsorber, this family does not provide R-83 standards for 2112 engines. For 2111 and Russia-83 standards only ECM version VS 5.1 1411020-72 with simultaneous injection is produced.

Since September 2003, a new HARDWARE modification VS5.1 has been installed on the VAZ, which is incompatible in software and hardware with the “old” one.

• 2111-1411020-72 with firmware V5V13K03 (V5V13L05). This software is not compatible with software and ECU of earlier versions (V5V13I02, V5V13J02).
• 2111-1411020-62 with firmware V5V03L25. This software is not compatible with software and ECU of earlier versions (V5V03K22).
• 2112-1411020-42 with firmware V5V05M30. This software is not compatible with software and ECU of earlier versions (V5V05K17, V5V05L19).

By wiring, the blocks are interchangeable, but only with their own software corresponding to the block.

Bosch M7.9.7 - ECU specifications

The Bosch 30 series was also found on 1.6 liter engines, but due to the initial development for a one and a half liter car, the software was very buggy, sometimes completely refusing to work. Special equipment marked 31h, released a little later, worked much more adequately.

January seven had many models depending on the configuration and engine size, so on 1.5 liter eight-valve engines, AVTEL production models with a stamp were installed: 81 and 81 hours, the same brain from ITELMA had numbers 82 and 82 hours. Bosch M7.9.7 was installed on one and a half liter engines of export copies and was marked 80 and 80 hours on Euro 2 cars and 30 on Euro 3 cars.

1.6 liter engines of cars intended for the domestic market had on board devices from the same AVTEL and ITELMA. The first series from the first marked 31 “sick” with the same as Bosch 30 series, later all the shortcomings were taken into account and fixed at 31 h. In case of problems with competitors, ITELMA has grown noticeably in the eyes of motorists, releasing a successful series under the number 32. Additionally, it should be noted that only Bosch M7.9.7 with marker 10 complied with the Euro 3 standard. The cost of a new ECU of this generation is 8 thousand rubles, used You can find it for 4,000 in disassembly.

Video: ECU comparison January 7.2 and January 5.1

ECU pinout diagram January 7.2 VAZ 2114

In the VAZ 2114 controller, breakdowns very often occur. The system has a self-diagnosis function - the ECU polls all nodes and issues a conclusion on their suitability for work. If any element fails, the “Check Engine” lamp will light up on the dashboard.

You can find out which sensor or actuator is out of order only with the help of special diagnostic equipment. Even with the help of the famous OBD-Scan's ELM-327, loved by many for its ease of use, you can read all the parameters of the engine, find an error, fix it and delete it from the memory of the VAZ 2114 ECU .

ECU VAZ 2114 burned out - what to do?

One of the common malfunctions of the ECU (electronic control unit) at the fourteenth is its failure or, as the people say, combustion.

Obvious signs of this breakdown will be the following factors:

• Lack of control signals for injectors, fuel pump, idle valve or mechanism, etc.
• Lack of response to Lamba - regulation, crankshaft sensor, throttle, etc.
• Lack of communication with the diagnostic tool
• Physical damage.

How to remove and replace a faulty computer on a VAZ 2114

When carrying out work on the removal of the VAZ 2114 computer, do not touch the terminals with your hands. There is a possibility of damage to electronics by electrostatic discharge.

How to remove the VAZ 2114 ECU - video instruction

Where is the mass of the computer VAZ 2114

The first output to ground from the ECU on machines with a 1.5 engine is located under the instruments on the steering shaft mounting amplifier. The second outlet is located under the instrument panel, next to the heater motor, on the left side of the heater housing.

On machines with a 1.6 engine, the first output (the mass of the VAZ 2114 ecu) is located inside the dashboard, on the left, above the relay / fuse box, under the noise insulation. The second outlet is located above the left screen of the central console of the dashboard on a welded stud (fastening - M6 nut).

Where is the relay located ECU fuse VAZ 2114

The main part of the fuses and relays is located in the engine compartment mounting block, but the relay and fuse responsible for the VAZ 2114 electronic control unit are located elsewhere.

The second "block" is located under the torpedo on the side of the front passenger legs. To access it, you just need to unscrew a few fasteners with a Phillips screwdriver. Why in quotation marks, because there is no such block, there is an ECU (brains) and 3 fuses + 3 relays.

What to do if the scanner does not see the VAZ 2114 ECU

Reader's question: Guys, why does it say during diagnostics that there is no connection with the ECU? What to do? What to do?

So, why does the scanner not see the VAZ 2114 ECU? What should I do so that the device can connect and see the block? Today on sale you can find many different adapters for testing a vehicle.

If you are buying ELM327 Bluetooth, most likely you are trying to connect low quality devices. Or rather, you could have purchased an adapter with an outdated version of the software.

So, for what reasons the device refuses to connect to the unit:

1. The adapter itself is of poor quality. Problems can be both with the firmware of the device and with its hardware. If the main microcircuit is inoperative, it will be impossible to diagnose the operation of the engine, as well as connect to the computer.
2. Bad connection cable. It is possible that the cable is broken or is itself inoperable.
3. The wrong software version is installed on the device, as a result of which it will not be possible to achieve synchronization (the author of the video about testing the device is Rus Radarov).

In this case, if you own a device with the correct firmware version 1.5, where all six of the six protocols are present, but the adapter does not connect to the ECU, there is a way out. You can connect to the unit using initialization strings that allow the device to adapt to the commands of the machine's motor control unit. In particular, we are talking about initialization strings for HobDrive and Torque diagnostic utilities for vehicles that use non-standard connection protocols.

How to reset VAZ 2114 ECU errors - video

Loss of voltage on the VAZ 2114 ECU - what to do

Question from a reader: Hello everyone, please tell me with a problem. Symptoms are as follows: 1. Error 1206 appears - on-board network voltage-interruption. in cold weather, starting the engine is generally a problem - it seizes for a few seconds, the click seems to be triggered by a relay, the check speed jump lights up and the car stalls. This can go on for half an hour, the car may stall on the move. Once the engine warms up, the noise stops. Where to look for the cause, which sensor may have flown? Thanks in advance!

In principle, there are many solutions to this problem:

1. If the voltage on the battery is less than 12.4 volts, then the computer starts saving energy, at 11 you can’t even start it on a cord))) The computer sometimes sees the voltage is less than real on the battery, this usually indicates that it’s time to clean the masses of the computer, look into the connector and wipe the contacts. In your case - cold problems, hot everything is fine. And if you look from the side of the battery? On a sat down problem, on a recharged gene, everything is fine. A good diagnostician will not damage the machine
2. I also recommend paying attention to the malfunction: the ignition coil, the ignition module, the contactless ignition switch of the candle.

Well, that's all dear friends, our article about the VAZ 2114 ECU has come to an end. Do you have any questions? Be sure to ask them in the comments!

List of variables, engine management systems VAZ-2112 (1.5l 16 cells) controller M1.5.4N "Bosch"

№	Parameter	Name	Unit or state	Ignition on	Idling
1	ENGINE OFF	Sign of engine shutdown	Not really	Yes	No
2	IDLING	Sign of engine idling	Not really	No	Yes
3	OH GOD. ON POWER	Sign of power enrichment	Not really	No	No
4	FUEL BLOCK	Sign of blockage of fuel supply	Not really	No	No
5	ZONE REG. About 2	Sign of work in the adjustment zone by the oxygen sensor	Not really	No	Not really
6	ZONE DETOON	Sign of engine operation in the detonation zone	Not really	No	No
7	PURGE ADS	Sign of operation of the adsorber purge valve	Not really	No	Not really
8	TRAINING O 2	Sign of learning fuel supply by oxygen sensor signal	Not really	No	Not really
9	PAR.XX MEASUREMENT	Sign of measuring idle speed parameters	Not really	No	No
10	PAST XX	Sign of engine idling in the last cycle of calculations	Not really	No	Yes
11	BL. EXIT FROM XX	Sign of blocking the exit from the idle mode	Not really	Yes	No
12	PR.ZONE CHILD	Sign of engine operation in the detonation zone in the last calculation cycle	Not really	No	No
13	PR.SELL.ADS	Sign of adsorber operation in the last cycle of calculations	Not really	No	Not really
14	DET.DETONATS	Sign of detonation detection	Not really	No	No
15	PAST O 2	The state of the oxygen sensor signal in the last calculation cycle	poor/rich	Bedn	poor/rich
16	CURRENT O 2	The current state of the oxygen sensor signal	poor/rich	Bedn	poor/rich
17	T.COOL.L	Coolant temperature	°С	94-101	94-101
18	pol.d.z	Throttle position	%	0	0
19	OB.DV	Engine rotation speed (resolution 40)	rpm	0	760-840
20	OB.DV.XX	Engine rotation speed x. X.	about/ min	0	760-840
21	DESIRED POL.I.X.	Desired idle speed control position	step	120	30-50
22	CURRENT P.I.X.	The current position of the idle speed control	step	120	30-50
23	COR.VR.VP	Injection pulse width correction factor based on DC signal	units	1	0,76-1,24
24	U.0.3	Ignition advance angle	°P.a.c.	0	10-15
25	SK.AVT	Current vehicle speed	km/h	0	0
26	BOARD.NAP	Voltage in the on-board network	IN	12,8-14,6	12,8-14,6
27	J.OB.XX	Desired idle speed	rpm	0	800
28	VR.VLOOKUP	Fuel injection pulse duration	ms	0	2,5-4,5
29	MARV	Mass air flow	kg/hour	0	7,5-9,5
30	CEC.RV	Cycle air flow	mg/tact	0	82-87
31	Ch. RAS. T	Hourly fuel consumption	l/hour	0	0,7-1,0
32	PRT	Travel fuel consumption	l/100km	0	0,3
33	CURRENT ERROR	Sign of current errors	Not really	No	No

List of variables, engine management systems VAZ-21102, 2111, 21083, 21093, 21099 (1.5l 8 cells) controller MP7.0H "Bosch"

№	Parameter	Name	Unit or state	Ignition on	Idling
1	UB	Voltage in the on-board network	IN	12,8-14,6	13,8-14,6
2	TMOT	Coolant temperature	With	- *	94-105
3	DKPOT	Throttle position	%	0	0
4	N40	Engine speed (resolution 40 rpm)	rpm	0	800±40
5	TE1	Fuel injection pulse duration	ms	-*	1,4-2,2
6	MAF	Mass air flow sensor signal	V	1	1,15-1,55
7	TL	Load parameter	ms	0	1,35-2,2
8	ZWOUT	Ignition advance angle	p.c.v.	0	8-15
9	DZW_Z	Reducing the ignition timing when knock is detected	p.c.v.	0	0
10	USVK	Oxygen sensor signal	mV	450	50-900
11	FR	Fuel injection time correction factor based on oxygen sensor signal	units	1	1±0.2
12	TRA	Additive component of self-learning correction	ms	±0.4	±0.4
13	FRA	Multiplicative component of self-learning correction	units	1±0.2	1±0.2
14	TATE	Canister Purge Signal Duty Cycle	%	0	15-45
15	N10	The frequency of rotation of the crankshaft of the engine at x. move (resolution 10)	rpm	0	800±40
16	NSOL	Desired idle speed	rpm	0	800
17	ML	Mass air flow	kg/hour	10**	6,5-11,5
18	QSOL	Desired idle air flow	kg/hour	- *	7,5-10
19	IV	Current correction of the calculated idle air flow	kg/hour	±1	±2
20	MOMPOS	The current position of the idle speed control	step	85	20-55
21	QADP	Idle Air Flow Adaptation Variable	kg/hour	±5	±5
22	VFZ	Current vehicle speed	km/h	0	0
23	B_VL	Sign of power enrichment	Not really	NO	NO
24	B_LL	Sign of engine idling	Not really	NO	YES
25	B_EKR	Sign of turning on the electric fuel pump	Not really	NO	YES
26	S_AC	Request to turn on the air conditioner	Not really	NO	NO
27	B_LF	Sign of turning on the electric fan	Not really	NO	NOT REALLY
28	S_MILR	Sign of turning on the control lamp	Not really	NOT REALLY	NOT REALLY
29	B_LR	Sign of work V oxygen sensor control zone	Not really	NO	NOT REALLY

* The parameter value is difficult to predict and is not used for diagnosis. ** The parameter has a real meaning only when the car is moving.

Typical values ​​​​of the main parameters of control systems for VAZ vehicles with a 2111 engine.

Parameter	Unit ism	Controller type and typical values
		January4	January 4.1	M1.5.4	M1.5.4N	MP7.0
UACC	IN	13 - 14,6	13 - 14,6	13 - 14,6	13 - 14,6	13 - 14,6
TWAT	deg. WITH	90 - 104	90 - 104	90 - 104	90 - 104	90 - 104
THR	%	0	0	0	0	0
FREQ	rpm	840 - 880	750 - 850	840 - 880	760 - 840	760 - 840
INJ	msec	2 - 2,8	1 - 1,4	1,9 - 2,3	2 - 3	1,4 - 2,2
RCOD		0,1 - 2	0,1 - 2	+/- 0,24
AIR	kg/hour	7 - 8	7 - 8	9,4 - 9,9	7,5 - 9,5	6,5 - 11,5
UOZ	gr. P.K.V	13 - 17	13 - 17	13 - 20	10 - 20	8 - 15
FSM	step	25 - 35	25 - 35	32 - 50	30 - 50	20 - 55
QT	l/hour	0,5 - 0,6	0,5 - 0,6	0,6 - 0,9	0,7 - 1
ALAM1	IN				0,05 - 0,9	0,05 - 0,9

January 4; January 5.1, VS 5.1, Bosch 1.5.4 ; Bosch MP7.0 January 7.2, Bosch 7.9.7

table of tightening torques for threaded connections

January 4

Parameter	Name	Unit or state	Ignition on	Idling
COEFFF	Fuel correction factor		0,9-1	1-1,1
EFREQ	Frequency mismatch for idling	rpm		±30
FAZ	Fuel injection phase	deg.r.h.	162	312
FREQ	Speed	rpm	0	840-880(800±50)**
FREQX	Idle speed	rpm	0	840-880(800±50)**
FSM	Idle control position	step	120	25-35
INJ	Injection pulse duration	ms	0	2,0-2,8(1,0-1,4)**
INPLAM*	Sign of oxygen sensor operation	Yes/No	RICH	RICH
JADET	Voltage in the detonation signal processing channel	mV	0	0
JAIR	Air flow	kg/hour	0	7-8
JALAM*	Input-referred filtered oxygen sensor signal	mV	1230,5	1230,5
JARCO	Voltage from CO potentiometer	mV	by toxicity	by toxicity
JATAIR*	Voltage from air temperature sensor	mV	-	-
JATHR	Throttle position sensor voltage	mV	400-600	400-600
JATWAT	Voltage from coolant temperature sensor	mV	1600-1900	1600-1900
JAUACC	Voltage in the car's on-board network	IN	12,0-13,0	13,0-14,0
JDKGTC	Dynamic correction factor for cyclic filling with fuel		0,118	0,118
JGBC	Filtered cyclic filling with air	mg/tact	0	60-70
JGBCD	Unfiltered cyclic filling with air according to the DMRV signal	mg/tact	0	65-80
JGBCG	Expected cyclic air filling with incorrect readings of the mass air flow sensor	mg/tact	10922	10922
JGBCIN	Cyclic filling with air after dynamic correction	mg/tact	0	65-75
JGTC	Cyclic fueling	mg/tact	0	3,9-5
JGTCA	Asynchronous cyclic fuel supply	mg	0	0
JKGBC*	Barometric correction factor		0	1-1,2
JQT	Fuel consumption	mg/tact	0	0,5-0,6
JSPEED	Current vehicle speed	km/h	0	0
JURFXX	Tabular frequency setting at idle. Resolution 10 rpm	rpm	850(800)**	850(800)**
NUACC	Quantized voltage of the onboard network	IN	11,5-12,8	12,5-14,6
RCO	Fuel supply correction factor from CO-potentiometer		0,1-2	0,1-2
RXX	Sign of idling	Yes/No	NO	EAT
SSM	Setting the idle speed controller	step	120	25-35
TAIR*	Air temperature in the intake manifold	deg.С	-	-
THR	Current Throttle Position	%	0	0
TWAT		deg.С	95-105	95-105
UGB	Setting the air flow for the idle air control	kg/hour	0	9,8
UOZ	Ignition advance angle	deg.r.h.	10	13-17
UOZOC	Ignition timing for octane corrector	deg.r.h.	0	0
UOZXX	Ignition timing for idling	deg.r.h.	0	16
VALF	The composition of the mixture that determines the fuel supply in the engine		0,9	1-1,1

* These parameters are not used for diagnostics of this engine management system.

** For multiport sequential fuel injection system.

January 5.1, VS 5.1, Bosch 1.5.4

(for engines 2111, 2112, 21045)

Table of typical parameters, for the VAZ-2111 engine (1.5 l 8 cells)

Parameter	Name	Unit or state	Ignition on	Idling
IDLING		Not really	No	Yes
ZONE REGULATOR O2		Not really	No	Not really
O2 LEARNING		Not really	No	Not really
PAST O2		poor/rich	Poor	poor/rich
CURRENT O2		poor/rich	Bedn	poor/rich
T.COOL.L.	Coolant temperature	deg.С	(1)	94-104
AIR/FUEL	Air/fuel ratio		(1)	14,0-15,0
POL.D.Z.		%	0	0
OB.DV		rpm	0	760-840
OB.DV.XX		rpm	0	760-840
DESIRED POL.I.X.		step	120	30-50
CURRENT P.I.X.		step	120	30-50
COR.VR.VP.			1	0,76-1,24
W.O.Z.	Ignition advance angle	deg.r.h.	0	10-20
SK.AVT.	Current vehicle speed	km/h	0	0
BOARD NAP.	On-board network voltage	IN	12,8-14,6	12,8-14,6
J.OB.XX		rpm	0	800(3)
NAP.D.O2		IN	(2)	0,05-0,9
SENS O2 READY		Not really	No	Yes
RATE.O.D.O2		Not really	NO	YES
VR.VLOOKUP		ms	0	2,0-3,0
MA.R.V.	Mass air flow	kg/hour	0	7,5-9,5
CEC.RV.	Cycle air flow	mg/tact	0	82-87
CH.RAS.T.	Hourly fuel consumption	l/hour	0	0,7-1,0

Table note:

Table of typical parameters, for the VAZ-2112 engine (1.5 l 16 cells)

Parameter	Name	Unit or state	Ignition on	Idling
IDLING	Sign of engine idling	Not really	No	Yes
O2 LEARNING	Sign of learning fuel supply by oxygen sensor signal	Not really	No	Not really
PAST O2	The state of the oxygen sensor signal in the last calculation cycle	poor/rich	Poor	poor/rich
CURRENT O2	The current state of the oxygen sensor signal	poor/rich	Bedn	poor/rich
T.COOL.L.	Coolant temperature	deg.С	94-101	94-101
AIR/FUEL	Air/fuel ratio		(1)	14,0-15,0
POL.D.Z.	Throttle position	%	0	0
OB.DV	Motor rotation speed (resolution 40 rpm)	rpm	0	760-840
OB.DV.XX	Engine speed at idle (resolution 10 rpm)	rpm	0	760-840
DESIRED POL.I.X.	Desired idle speed control position	step	120	30-50
CURRENT P.I.X.	The current position of the idle speed control	step	120	30-50
COR.VR.VP.	Injection pulse width correction factor based on DC signal		1	0,76-1,24
W.O.Z.	Ignition advance angle	deg.r.h.	0	10-15
SK.AVT.	Current vehicle speed	km/h	0	0
BOARD NAP.	On-board network voltage	IN	12,8-14,6	12,8-14,6
J.OB.XX	Desired idle speed	rpm	0	800
NAP.D.O2	Oxygen sensor signal voltage	IN	(2)	0,05-0,9
SENS O2 READY	Oxygen sensor readiness for operation	Not really	No	Yes
RATE.O.D.O2	The presence of a controller command to turn on the DC heater	Not really	NO	YES
VR.VLOOKUP	Fuel injection pulse duration	ms	0	2,5-4,5
MA.R.V.	Mass air flow	kg/hour	0	7,5-9,5
CEC.RV.	Cycle air flow	mg/tact	0	82-87
CH.RAS.T.	Hourly fuel consumption	l/hour	0	0,7-1,0

Table note:

(1) - Parameter value is not used for ECM diagnostics.

(2) - When the oxygen sensor is not ready for operation (not warmed up), the sensor output voltage is 0.45V. After the sensor warms up, the signal voltage with the engine off will be less than 0.1V.

Table of typical parameters, for the VAZ-2104 engine (1.45 l 8 cells)

Parameter	Name	Unit or state	Ignition on	Idling
IDLING	Sign of engine idling	Not really	No	Yes
ZONE REGULATOR O2	Sign of work in the adjustment zone by the oxygen sensor	Not really	No	Not really
O2 LEARNING	Sign of learning fuel supply by oxygen sensor signal	Not really	No	Not really
PAST O2	The state of the oxygen sensor signal in the last calculation cycle	poor/rich	poor/rich	poor/rich
CURRENT O2	The current state of the oxygen sensor signal	poor/rich	poor/rich	poor/rich
T.COOL.L.	Coolant temperature	deg.С	(1)	93-101
AIR/FUEL	Air/fuel ratio		(1)	14,0-15,0
POL.D.Z.	Throttle position	%	0	0
OB.DV	Motor rotation speed (resolution 40 rpm)	rpm	0	800-880
OB.DV.XX	Engine speed at idle (resolution 10 rpm)	rpm	0	800-880
DESIRED POL.I.X.	Desired idle speed control position	step	35	22-32
CURRENT P.I.X.	The current position of the idle speed control	step	35	22-32
COR.VR.VP.	Injection pulse width correction factor based on DC signal		1	0,8-1,2
W.O.Z.	Ignition advance angle	deg.r.h.	0	10-20
SK.AVT.	Current vehicle speed	km/h	0	0
BOARD NAP.	On-board network voltage	IN	12,0-14,0	12,8-14,6
J.OB.XX	Desired idle speed	rpm	0	840(3)
NAP.D.O2	Oxygen sensor signal voltage	IN	(2)	0,05-0,9
SENS O2 READY	Oxygen sensor readiness for operation	Not really	No	Yes
RATE.O.D.O2	The presence of a controller command to turn on the DC heater	Not really	NO	YES
VR.VLOOKUP	Fuel injection pulse duration	ms	0	1,8-2,3
MA.R.V.	Mass air flow	kg/hour	0	7,5-9,5
CEC.RV.	Cycle air flow	mg/tact	0	75-90
CH.RAS.T.	Hourly fuel consumption	l/hour	0	0,5-0,8

Table note:

(1) - Parameter value is not used for ECM diagnostics.

(2) - When the oxygen sensor is not ready for operation (not warmed up), the sensor output voltage is 0.45V. After the sensor warms up, the signal voltage with the engine off will be less than 0.1V.

(3) - For controllers with later software versions, the desired idle speed is 850 rpm. Accordingly, the tabular values ​​of the OB.DV parameters also change. and OB.DV.XX.

Bosch MP 7.0

(for engines 2111, 2112, 21214)

Table of typical parameters, for engine 2111

Parameter	Name	Unit or state	Ignition on	Idling (800 rpm)	Idling (3000 rpm)
TL	Load parameter	msec	(1)	1,4-2,1	1,2-1,6
UB	On-board network voltage	IN	11,8-12,5	13,2-14,6	13,2-14,6
TMOT	coolant temperature	deg.С	(1)	90-105	90-105
ZWOUT	Ignition advance angle	deg.r.h.	(1)	12±3	35-40
DKPOT	Throttle position	%	0	0	4,5-6,5
N40	Engine speed	rpm	(1)	800±40	3000
TE1	Fuel injection pulse duration	msec	(1)	2,5-3,8	2,3-2,95
MOMPOS	The current position of the idle speed control	step	(1)	40±15	70-85
N10	Idle speed	rpm	(1)	800±30	3000
QADP	Idle Air Flow Adaptation Variable	kg/hour	±3	±4*	±1
ML	Mass air flow	kg/hour	(1)	7-12	25±2
USVK	Control oxygen sensor signal	IN	0,45	0,1-0,9	0,1-0,9
FR	Correction coefficient for fuel injection time according to UDC signal		(1)	1±0.2	1±0.2
TRA	Additive component of self-learning correction	msec	±0.4	±0.4*	(1)
FRA	Multiplicative component of self-learning correction		1±0.2	1±0.2*	1±0.2
TATE	Canister Purge Signal Duty Cycle	%	(1)	0-15	30-80
USHK	Diagnostic oxygen sensor signal	IN	0,45	0,5-0,7	0,6-0,8
TANS	Intake air temperature	deg.С	(1)	-20...+60	-20...+60
BSMW	Filtered Rough Road Sensor Signal Value	g	(1)	-0,048	-0,048
FDKHA	Altitude adaptation factor		(1)	0,7-1,03*	0,7-1,03
RHSV	Shunt resistance in the heating circuit UDC	Ohm	(1)	9-13	9-13
RHSH	Shunt resistance in the heating circuit of the FDC	Ohm	(1)	9-13	9-13
FZABGS	Emission Misfire Counter		(1)	0-15	0-15
QREG	Idle air flow parameter	kg/hour	(1)	±4*	(1)
LUT_AP	Measured amount of uneven rotation		(1)	0-6	0-6
LUR_AP	Threshold value of uneven rotation		(1)	6-6,5(6-7,5)***	6,5(15-40)***
ASA	Adaptation parameter		(1)	0,9965-1,0025**	0,996-1,0025
DTV	Injector influence factor on mixture adaptation	msec	±0.4	±0.4*	±0.4
ATV	Integral part of the feedback delay on the second sensor	sec	(1)	0-0,5*	0-0,5
TPLRVK	O2 sensor signal period before catalytic converter	sec	(1)	0,6-2,5	0,6-1,5
B_LL	Sign of engine idling	Not really	NO	YES	NO
B_KR	Knock control active	Not really	(1)	YES	YES
B_KS	Anti-knock protection active	Not really	(1)	NO	NO
B_SWE	Bad Road for Misfire Diagnosis	Not really	(1)	NO	NO
B_LR	Sign of work in the control zone according to the control oxygen sensor	Not really	(1)	YES	YES
M_LUERKT	Misfire	Yes/No	(1)	NO	NO
B_ZADRE1	Gear adaptation made for speed range 1 … Continuation "

Despite the attractiveness of automotive technologies of the mid-twentieth century, their rejection is natural. Finally, the requirements of Euro II became obligatory for Russia, they will inevitably be followed by Euro III, then Euro IV. In essence, every conscious motorist will have to radically change their own worldview, making it not based on “racing” ambitions that have been cultivated for a century, but on a careful attitude to civilization. The amount and composition of car engine emissions are now limited to extremely tight limits - albeit with some loss of dynamic performance.

We will be able to achieve the fulfillment of such requirements only by raising the level of service. Of course, for motorists who have not lost their curiosity, “extra” knowledge will not hurt either. At least in an applied sense: a literate person is less likely to be deceived by unscrupulous craftsmen, and this is always true.

So, to business. Today, VAZ cars are produced with a Bosch M7.9.7 controller. In combination with an additional oxygen sensor in the exhaust gases and a rough road sensor, this ensures compliance with Euro III and Euro IV standards. Of course, now the number of controlled parameters has increased. Here we will tell about them, assuming that we, you or a diagnostician from the service are armed with a scanner - for example, DST-10 (DST-2).

Let's start with temperature sensors: there are two of them. The first one is on the outlet pipe of the cooling system (photo 1). According to its readings, the controller evaluates the temperature of the liquid before starting the engine - TMST (°C), its values ​​​​during warming up - TMOT (°C). The second sensor measures the temperature of the air entering the cylinders - TANS (°C). It is installed in the mass air flow sensor housing. (Hereinafter, the highlighted abbreviations are the same as in the official repair manuals.)

Is it necessary to explain the role of these sensors for a long time? Imagine that the controller is deceived by low TMOT readings, and the engine is actually already warmed up. Problems will start! The controller will increase the opening time of the injectors, trying to enrich the mixture - the result will immediately detect the oxygen sensor and "knock" the controller about the error. The controller will try to fix it, but then the wrong temperature intervenes again ...

The pre-start TMST value is, among other things, important for evaluating thermostat performance by engine warm-up time. By the way, if the car has not been used for a long time, that is, the engine temperature has caught up with the air temperature (taking into account storage conditions!), It is very useful to compare the readings of both sensors before starting. They must be the same (tolerance ±2°C).

What happens if both sensors are disabled? After start-up, the controller calculates the value of TMOT according to the algorithm embedded in the program. And the value of TANS is taken equal to 33°C for an 8-valve 1.6-liter engine and 20°C for a 16-valve one. Obviously, the serviceability of this sensor is very important during a cold start, especially in cold weather.

The next important parameter is the voltage in the on-board network UB. Depending on the type of generator, it can lie in the range of 13.0-15.8 V. The controller receives +12 V power in three ways: from the battery, the ignition switch and the main relay. From the latter, it calculates the voltage in the control system and, if necessary (in the event of a voltage drop in the network), increases the energy accumulation time in the ignition coils and the duration of the fuel injection pulses.

The value of the current vehicle speed is displayed on the scanner display as VFZG. It evaluates its speed sensor (on the gearbox - photo 2) by the rotational speed of the differential case (error no more than ± 2%) and informs the controller. Of course, this speed should practically coincide with the one shown by the speedometer - after all, its cable drive is a thing of the past.

If the minimum idle speed of a warm engine is higher than normal, check the WDKBA throttle opening degree, expressed as a percentage. In the closed position (photo 3) - zero, in a fully open position - from 70 to 86%. Keep in mind that this is a relative value associated with the damper position sensor, not an angle in degrees! (On outdated models, full throttle opening corresponded to 100%.) In practice, if the WDKBA indicator is not lower than 70%, adjust the drive mechanics, bend something, etc. not necessary.

When the throttle is closed, the controller remembers the voltage value coming from the TPS (0.3–0.7 V) and stores it in volatile memory. This is useful to know if you are changing the sensor yourself. In this case, you need to remove the terminal from the battery. (In the service, they use a diagnostic tool for initialization.) Otherwise, the changed signal from the new TPS may deceive the controller - and the idle speed will not correspond to the norm.

In general, the controller determines the crankshaft speed with some discreteness. Up to 2500 rpm, the measurement accuracy is 10 rpm - NMOTLL, and the entire range - from the minimum to the operation of the limiter - evaluates the NMOT parameter with a resolution of 40 rpm. Higher accuracy in this range is not required to assess the condition of the engine.

Almost all engine parameters are somehow related to the air flow in its cylinders, controlled by a mass air flow sensor (MAF - photo 4). This figure, expressed in kilograms per hour (kg/h), is referred to as ML. Example: A new 8-valve 1.6 liter engine that has not been run in when warm and idling consumes 9.5-13 kg of air per hour. As the run-in decreases with a decrease in friction losses, this indicator decreases significantly - by 1.3-2 kg/h. Proportionately less fuel consumption. Of course, the resistance to rotation of the water and oil pumps and the generator also affects, during operation, somewhat affecting the air flow. At the same time, the controller also calculates the theoretical MSNLLSS air flow rate for specific conditions - crankshaft speed, coolant temperature. This is the air flow that must enter the cylinders through the idle channel. In a serviceable engine, ML is slightly larger than MSNLLSS - by the amount of leakage through the throttle gaps. And for a faulty engine, of course, situations are possible when the calculated air consumption is greater than the actual one.

The ignition timing, its adjustments are also controlled by the controller. All characteristics are stored in its memory. For each engine operating conditions, the controller selects the optimal UOS, which can be checked - ZWOUT (in degrees). Upon detecting detonation, the controller will reduce the UOZ - the value of such a “rebound” is displayed on the scanner display as the WKR_X parameter (in degrees).

... Why does the injection system, primarily the controller, need to know such details? We hope to answer this question in the next conversation - after we consider other features of the operation of a modern injection engine.