Factory parameters of the engine. Electronic engine control unit (ecu, esud, controller)

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 filling of air 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 "

For many novice diagnosticians and ordinary motorists who are interested in the topic of diagnostics, information about typical engine parameters will be useful. Since the most common and easy-to-repair engines of VAZ cars, we will start with them. What is the first thing you need to pay attention to when analyzing the parameters of the engine?
1. Engine stopped.
1.1 Coolant and air temperature sensors (if any). The temperature is checked to ensure that the readings correspond to the actual temperature of the engine and air. Checking is best done with a non-contact thermometer. By the way, one of the most reliable VAZ engines in the injection system is temperature sensors.

1.2 Throttle position (except systems with electronic gas pedal). The gas pedal is released - 0%, the accelerator is pressed - corresponding to the opening of the throttle. They played with the gas pedal, released it - it should also remain 0%, while the ADC with a dpdz of about 0.5V. If the opening angle jumps from 0 to 1-2%, then as a rule this is a sign of a worn out dpdz. Rarely, there is a malfunction in the wiring of the sensor. With the gas pedal fully depressed, some units will show 100% opening (such as Jan 5.1, Jan 7.2) while others like the Bosch MP 7.0 will only show 75%. This is fine.

1.3 ADC DMRV channel in rest mode: 0.996 / 1.016 V - normal, up to 1.035 V is still acceptable, everything above is a reason to think about replacing the mass air flow sensor. Injection systems equipped with oxygen sensor feedback are able to correct incorrect MAF readings to some extent, but there is a limit to everything, so you should not delay replacing this sensor if it is already worn out.

2. The engine is idling.

2.1 Idle speed. Usually it is 800 - 850 rpm with a fully warmed up engine. The value of the number of revolutions at idle depends on the temperature of the engine and is set in the engine management program.

2.2 Air mass flow. For 8 valve engines, the typical value is 8-10 kg / h, for 16 valve engines - 7 - 9.5 kg / h with a fully warmed-up engine at idle. For the M73 ECU, these values ​​\u200b\u200bare somewhat larger due to the design feature.

2.3 Length of injection time. For phased injection, a typical value is 3.3 - 4.1 ms. For simultaneous - 2.1 - 2.4 ms. Actually, the injection time itself is not so important as its correction.

2.4 Injection time correction factor. Depends on many factors. This is a topic for a separate article, here it is only worth mentioning that the closer to 1,000 the better. More than 1,000 means the mixture is further enriched, less than 1,000 means it is leaner.

2.5 Multiplicative and additive component of self-learning correction. A typical multiplicative value is 1 +/-0.2. The additive is measured as a percentage and should be no more than +/- 5% on a working system.

2.6 If there is a sign of engine operation in the adjustment zone on the signal of the oxygen sensor, the latter should draw a beautiful sinusoid from 0.1 to 0.8 V.

2.7 Cyclic filling and load factor. For "January" typical cycle air consumption: 8 valve engine 90 - 100 mg / stroke, 16 valve 75 - 90 mg / stroke. For Bosch 7.9.7 control units, a typical load factor is 18 - 24%.

Now let's take a closer look at how these parameters behave in practice. Since I use the SMS Diagnostics program for diagnostics (hi to Alexey Mikheenkov and Sergey Sapelin!), then all the screenshots will be from there. The parameters are taken from practically serviceable cars, except for separately specified cases.
All images are clickable.

VAZ 2110 8-valve engine, control unit January 5.1
Here, the CO correction factor has been slightly corrected due to the slight wear of the DMRV.

VAZ 2107, control unit January 5.1.3

VAZ 2115 8-valve engine, control unit January 7.2

Engine VAZ 21124, control unit January 7.2

VAZ 2114 8-valve engine, Bosch 7.9.7 control unit

Priora, engine VAZ 21126 1.6 l., control unit Bosch 7.9.7

Zhiguli VAZ 2107, M73 control unit

VAZ 21124 engine, M73 control unit

VAZ 2114 8-valve engine, M73 control unit

Kalina, 8-valve engine, M74 control unit

Niva engine VAZ-21214, control unit Bosch ME17.9.7

And in conclusion, let me remind you that the above screenshots were taken from real cars, but unfortunately the recorded parameters are not ideal. Although I tried to fix the parameters only from serviceable cars.

Parameter	Unit ism	Controller type and typical values
		January4	January 4.1	M1.5.4	M1.5.4 N	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

GAZ and UAZ with controllers Mikas 5 .4 and Mikas 7 .x

Parameter	Unit ism	Motor type and typical values
		ZMZ - 4062	ZMZ - 4063	ZMZ - 409	UMP - 4213	UMP - 4216
UACC		13 – 14 ,6	13 – 14 ,6	13 – 14 ,6	13 – 14 ,6	13 – 14 ,6
TWAT		80 – 95	80 – 95	80 – 95	75 – 95	75 – 95
THR		0 – 1		0 – 1	0 – 1	0 – 1
FREQ		750 ‑850	750 – 850	750 – 850	700 – 750	700 – 750
INJ		3 ,7 – 4 ,4		4 ,4 – 5 ,2	4 ,6 – 5 ,4	4 ,6 – 5 ,4
RCOD		+/- 0 ,05		+/- 0 ,05	+/- 0 ,05	+/- 0 ,05
AIR		13 – 15		14 – 18	13 – 17 ,5	13 – 17 ,5
UOZ		11 – 17	13 – 16	8 – 12	12 – 16	12 – 16
UOZOC		+/- 5	+/- 5	+/- 5	+/- 5	+/- 5
FCM		23 – 36		22 – 34	28 – 36	28 – 36
PABS			440 – 480

The engine must be warmed up to the TWAT temperature indicated in the table.

Typical values ​​​​of the main parameters for cars
Chevy-Niva VAZ21214 with Bosch MP7 .0 N controller

Idle mode (all consumers off)
Crankshaft speed rpm		840 – 850
Wish. revolutions XX rpm		850
Injection time, ms		2 ,1 – 2 ,2
UOZ gr.pkv.		9 ,8 – 10 ,5 – 12 ,1
		11 ,5 – 12 ,1
IAC position, step		43
Integral component pos. stepper engine, step		127
Injection time correction by DC		127 –130
ADC channels	DTOZH	0.449 V/93.8 deg. WITH
	DMRV	1.484 V/11.5 kg/h
	TPS	0.508V /0%
	D 02	0.124 - 0.708 V
	D det	0.098 - 0.235 V
3000 rpm mode.
Mass air flow kg/h.		32 ,5
TPS		5 ,1 %
Injection time, ms		1 ,5
IAC position, step		66
U DMRV		1 ,91
UOZ gr.pkv.		32 ,3

Typical values ​​​​of the main parameters for cars
VAZ-21102 8 V with Bosch M7 .9 .7 controller

Revolutions XX, rpm	760 – 800
Desired revolutions XX, rpm	800
Injection time, ms	4 ,1 – 4 ,4
UOZ, grd.pkv	11 – 14
Mass air flow, kg/h	8 ,5 – 9
Desired air flow kg/h	7 ,5
Injection time correction from lambda probe	1 ,007 – 1 ,027
IAC position, step	32 – 35
Integral component pos. step. engine, step	127
O2 injection time correction	127 – 130
Fuel consumption	0 ,7 – 0 ,9

Control parameters of a serviceable injection system
COURT "Renault F3 R" (Svyatogor, Prince Vladimir)

idle speed	770 –870
Fuel pressure	2.8 - 3.2 atm.
Minimum pressure developed by the fuel pump	3 atm.
Injector winding resistance	14 - 15 ohm
TPS resistance (terminals A and B)	4 kOhm
Voltage between terminal B of the air pressure sensor and weight	0.2 - 5.0 V (in different mode)
Voltage at the output C of the air pressure sensor	5.0 V
Air temperature sensor resistance	at 0 gr.С - 7.5 / 12 kOhm
	at 20 gr.С - 3.1 / 4.0 kOhm
	at 40 gr.С - 1.3 / 1.6 kOhm
IAC valve winding resistance	8.5 - 10.5 ohm
Winding resistance of ignition coils, conclusions 1 - 3	1.0 ohm
Short circuit secondary winding resistance	8 - 10 kOhm
DTOZH resistance	20 gr.С - 3.1 / 4.1 kOhm
	90 gr.С - 210 / 270 Ohm
KV Sensor Resistance	150 - 250 ohm

Emissions emissions at various air/fuel ratios (ALF)

Readings were taken with a 5-component gas analyzer only from 1.5 ‑liter engines. In principle, each engine differed in readings, so only the readings of those machines that had 14.7 ALF on the gas analyzer for 1% CO were taken into account. Even for these machines, the readings vary slightly, so some data had to be averaged.,93

0 ,8 14 ,12 2 ,0 13 ,58 3 ,4 16 ,18 0 ,2 14 ,81 0 ,9 14 ,03 2 ,2 13 ,41 3 ,6 15 ,83 0 ,3 14 ,7 1 ,0 13 ,94 2 ,4 13 ,22 3 ,8 15 ,58 0 ,4 14 ,57 1 ,2 13 ,87 2 ,6 13 ,05 4 ,0 15 ,38 0 ,5 14 ,42 1 ,4 13 ,80 2 ,8 12 ,80 4 ,6 15 ,20 0 ,6 14 ,30 1 ,6 13 ,72 3 ,0 measurements
© WIND 15 ,05 0 ,7 14 ,20 1 ,8 13 ,65 3 ,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 "A", for example, 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 (has an unofficial index “N” to create an artificial difference) 2111-1411020-60 and 2112-1411020-40 appear, satisfying these standards and having an oxygen sensor, a catalytic converter and an 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 intended for the EUR-2 norms that have an oxygen sensor, a catalytic neutralizer and adsorber, this family does not provide for the R-83 standards for engines 2112. For 2111 and Russia-83, only a version of the Esud VS 5.1 1411020-72 with simultaneous gear .

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 for disassembly can be found for 4 thousand.

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 ECU starts saving energy, at 11 you can’t even start it on a cord at all))) The ECU sometimes sees the voltage is less than real on the battery, this usually indicates that it’s time to clean the masses of the ECU, 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!