ECU (electronic control unit) is a device that monitors the parameters of mechanisms during operation. Typically, the abbreviation ECU is used to refer to the engine control unit.
In fact, the car also has brake system control units (ABS unit), a body control unit, which is often called the Body Control Module (BCM or BSI), a climate control unit (climate control) and others.
Principle of operation
The operating principle of the electronic engine control unit is based on a standard microcontroller architecture. Data about engine parameters from various sensors enters the ECU and is then processed (amplified, digitized, encoded).
The main data processing according to a certain algorithm is performed by a microprocessor, which sends signals to actuators via the output bus. These signals are adapted (converted from digital to analog, amplified) and sent to the connectors of the electronic control unit.
The tasks solved by the electronic engine control unit include diagnostics of the operation of the main components. Modern ECUs can detect a variety of errors:
- lack of supply voltage at the electronic components of the engine or reduced power supply;
- open circuit or short circuit;
- incorrect signals at the output of sensors;
- misfires and injection;
- mismatch of ignition angles;
- and many others.
Errors are stored in non-volatile memory until they are deleted using diagnostic devices (current errors cannot be deleted without eliminating the cause of the error).
In cars of earlier years of production, errors could be removed by temporarily (about 15 minutes) disconnecting the battery from the vehicle's on-board power supply.
The ECU, together with the immobilizer, blocks engine operation in the event of unauthorized access. Each electronic engine control unit performs this function in accordance with the algorithm laid down by the manufacturer.
The following can be blocked:
- ignition signal to the coil;
- fuel injection pulses;
- permission to start the starter, etc.
In some vehicles, the engine may start for a few seconds and then stall.
Scheme
The electrical circuit diagram of the engine control unit itself is a production secret, and finding it even for domestic cars is very problematic.
Therefore, ECU repairs are carried out only by high-level professional electronics engineers. Typically, injection and ignition control transistors and reference voltage stabilizers in control units fail, and the firmware fails.
Specialists sometimes specifically change the firmware in order to increase engine response or reduce fuel consumption.
Video - M74 ECU firmware:
To repair electronic engine components, an electrical circuit for connecting the ECU is required. Such a diagram can be found in vehicle operation and repair manuals, software and hardware systems such as AUTODATA and TOLERANCE.
For example, consider the organization of the engine control circuit of a 2001 Volksvagen Golf 3, AEE engine, Magneti Marelli 1 AV control unit.
Without delving into the diagram, you can see that the ECU uses signals from the camshaft, mass air flow, coolant temperature, and oxygen sensors as sensors.
The signal coming from the camshaft sensor has the form:
As actuators, the ECU controls the injection signals of injectors, throttle valve drive, and ignition to the coil switch:
The ECU is connected to the immobilizer and the dashboard.
In order to check the electrical connections of the circuit components with the electronic engine control unit, you need to know the location of the contact pins (pinout), which is also given in the reference books:
Where is the engine control unit located?
In cars up to the 90s, the most rational location for the engine control unit was considered to be the space in the car interior near the left or right A-pillar in the area of the passenger’s or driver’s feet. First of all, it was believed that these were the most protected places from the point of view of mechanical damage and moisture penetration.
Video - transfer of the ECU on Kalina:
Since the mid-90s, engine control units have been installed in the engine compartment. This is due to the following considerations:
- under the hood it is easier to troubleshoot electrical connections;
- all communications with engine sensors and actuators become shorter and therefore more reliable;
- ECUs are now more reliably protected from moisture using special sealants.
In the absence of reference books, it is not difficult to find the electronic engine control unit by moving along the large wiring harness of the engine control system. It usually represents a small electronic unit in a metal casing with one or more connectors at the end.
In many cases, gaining access to the internal space of the unit and the electrical circuit is not easy: it is filled with compounds that need to be removed. The board usually contains a small number of components.
Symptoms of ECU malfunction
There is an opinion among auto electricians that the electronic engine control system is the last thing to fail. Moreover, they cannot always determine malfunctions of the engine control unit.
Indeed, the ECU can diagnose components connected to it, but in most cases it is not able to diagnose its own performance.
What may indicate a faulty ECU?
The most common sign of a malfunction is the constant blowing of fuses serving the engine control unit. In practice, there are frequent cases of reversal of the battery connection. The ECU circuit has protective diodes for this case. If they break through, a short circuit occurs in the power supply, which leads to constant blowing of fuses. Defective ones must be replaced.
Also, a power failure can cause the battery to shut down while the engine is running. In this case, the control unit is powered only from the generator and, if it is faulty, a situation may arise where the voltage is incorrectly supplied to the unit.
You cannot remove the battery terminals (!) while the engine is running., as many car enthusiasts do when starting from someone else’s battery.
How to check the ECU for performance
The first stage of performance testing is monitoring all supply voltages.
The second stage is computer diagnostics. If the diagnostic device communicates with the engine, this is already a sign that the ECU is working.
If the block is blocked by the immobilizer, then you need to bind the keys.
In some cases, to determine the malfunction, it is necessary to disassemble the computer, that is, remove the sealant and remove the cover, gaining access to the board. On it you can find burnt conductive paths, faulty transistors, diodes and other elements.
The most reliable way to check is to “toss” a known-good ECU. But it must either be immobilized or you will have to re-tie the keys and immobilizer.
Sometimes a set of ECU + immobilizer + key chip is sold at disassembly sites. In this case there is no problem. Connect the ECU and the immobilizer to the circuit, install the chip at the end of the pump coil on the ignition switch, and then start the engine.
Additional protection
To more reliably protect the engine control unit from battery polarity reversal, you can install diodes (preferably powerful zener diodes with a stabilization voltage of 15 - 17 Volts) along the supply circuits in reverse connection.
Then overvoltage and polarity reversal will lead to failure of the fuses serving the power supply circuits of the ECU; the increased voltage or voltage of reverse polarity will not pass to the control unit, and this is the biggest danger.
In order to protect the ECU from climatic influences, it is necessary to monitor the quality of the sealant. After five years of operation, it is advisable to take measures to improve the seal, since the old sealant may dry out under conditions of elevated temperatures under the hood.
Video - protection of the engine control unit of Renault Duster (Logan, Largus):
Do not block access to the unit with additional structures or place rags near it. This reduces the natural ventilation of the device, which heats up during vehicle operation.
Replacing the engine control unit
If the control unit is faulty and cannot be repaired, it should be replaced with a similar one with the same number indicated on the ECU housing.
Sometimes a slight deviation in the number is allowed. For example, a change in the last two or three digits may indicate a different engine size or modification, which may have virtually no effect on the technical characteristics.
Continuation
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 the Itelma company. 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 a Siemens Infenion C-509 processor (the same as the ECU January 5, VS). The block’s software is a further development of the January 5 software, with improvements and additions (although this is a controversial issue) - for example, the “anti-jerk” algorithm has been implemented, literally an “anti-jolt” function designed to ensure smoothness when starting and shifting gears.
The ECU is manufactured by Itelma (xxxx-1411020-82 (32), firmware starting with the letter "I", for example, I203EK34) and Avtel (xxxx-1411020-81 (31), firmware starting with the letter "A", for example A203EK34). Both the blocks and the firmware of these blocks are completely interchangeable.
ECUs of 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 - not, because the 8-cl. block “does not have enough” ignition keys. By adding 2 keys and 2 resistors you can “transform” an 8-cell. block of 16 cells. Recommended transistors: BTS2140-1B Infineon / IRGS14C40L IRF / ISL9V3040S3S Fairchild Semiconductor / STGB10NB37LZ STM / NGB8202NT4 ON Semiconductor.
For the “classics”, ECU 21067-1411020-11(12) was developed for configuration without a knock sensor, with a Siemens-VDO mass air flow sensor. This modification is installed on 1.6-liter engines. And, as usual, the detonation channel elements are not installed in the block. The photo below shows the “missing” elements. Thus, it is impossible to use such an ECU on a front-wheel drive (although in general, of course, it is possible, but without the DD channel, with a carefully tuned ignition), but on the contrary, of course, it is possible.
The first software for 1.5 liter engines - 203EK34 and 203EL35 - brought a lot of blood to the owners of cars with such software. On these modifications, a “crash” constantly occurred when changing gears. VAZ released version 203EL36 without this defect and ordered that the ECU be re-flashed at service stations without attracting attention...
For this type of ECU, a complete software shutdown of the DC and adjustment of the CO content in the exhaust gases has been implemented, that is, a transfer to Russia-83 toxicity standards.
ECUs "January 7.2" produced for installation on "Kalina" vehicles are a hardware "mutation" and are incompatible with "front-wheel drive" ones. The differences are minor - in the valve control channel of the adsorber and fuel pump, but they do not allow the use of software from modifications 2111/21114, that is, “Kalinovsky” ECUs can only be used with the corresponding “native” software or software based on it.
This is the kind of miracle that occurs in the country of the former Soviets. In the photo there is an ECU with firmware ID 1 205DM52, not “I” or “A”, as is customary, but “1”. Inside this block is I203EK34, the elements necessary for 16V are not soldered. Engine code 2111, ID (205) from 21124. In short - a complete mess of misunderstandings.
Attention! In March 2007, another “man-made” software modification for the “long” Niva appeared, most likely from OPP. Under the familiar Bosch M7.9.7 “homemade” sticker is the usual January 7.2 21114-1411020-32 with the identifier I204DO57. The firmware inside is named, not without humor - I233LOL1.January 7.2+ New hardware implementation
In August 2007, new control units January 7.2, assembled on a fundamentally new element base, appeared on new cars and on sale. Uses SGS Tomphson processor with internal flash. It is unclear the high purpose of this block, because literally a few months later, in December 2007, it was changed to M73 for Euro-3 standards.
The computing capabilities of the ST10F273 processor, which is used in this ECU, allow the implementation of complex control algorithms using an engine mathematical model to comply with Euro-3 and Euro-4 toxicity standards. Despite this, AvtoVAZ took a slightly different path: the software for this ECU algorithmically almost completely repeats the latest versions of the January-7.2 software (CO/DO firmware). Most likely, this type of ECU was originally planned as a “transitional” option to the fundamentally new engine control algorithms implemented in the M73 ECU.The ECU manufacturer (in this case NPO Itelma) could not do without surprises here too. A small batch of ECUs was produced, with hardware differences in the speed sensor processor channel without changing the nameplates and identifying the firmware. That is, the firmware of such blocks has the same names as “regular” ones, but writing firmware from the “old” hardware implementation into the block leads to the absence of a DS signal and errors associated with the speed sensor. In order to adapt the firmware to this ECU, a small change in the program code is required, which can be done special utility.
Working with the January-7.2+ block is fully supported in our CombiLoader loader and in the ChipTuningPRO calibration editor. Considering the fact that the control algorithms are identical to the previous generation of “Januaries”, there are no difficulties in calibrating this software.
From a diagnostic point of view, these ECUs have exactly the same diagnostic protocol as regular Janvari-7.2, which is fully supported in the new version of SMS-Diagnostics 2.
The year 2008 outlawed the installation of ECMs on new cars that meet emission standards worse than EURO-3. In connection with this, new ECUs appeared on new cars - M73. Circuit design is a “relative” of Mikas-11 and January 7.2+. Photo of the boardNew M73 controllers are produced by two factories: NPO ITELMA and AVTEL.
The hardware of the controllers is identical, but the software is fundamentally different.Avtel projects (AVTEL software):
21124-1411020-12 854.3763.000-02 45 7311 XXXX M73 E3
21114-1411020-12 855.3763.000-02 45 7311 XXXX M73 E3Itelmov projects (VAZ software):
21067-1411020-22 851.3763.000-01 45 7311 XXXX M73 E3
(only one for now, please note that this controller can also be produced by AVTEL, that is, the firmware will start with A)
AVTEL projects have software related to Mikas-11. The fundamental difference is only in the algorithm of operation of the detonation channel (in Mikas-11 the AVTEL model is implemented, which in a simplified form we have known since the time of Mikas-7.1, and in the M73 software the VAZ model is implemented, similar to the ECU model January-5/7). Theoretically, this software can also work with DBP; the MAF/DBP operating mode is switched by the configuration flag).The VAZ project (for “classics”) has its own software, which is a further development of the January-7.2 software. Many calibrations in this software are similar to similar calibrations of the January-7.2 ECU, both in name and in algorithmic purpose.
In 2010, new versions of the hardware implementation of the M73 ECU appeared. In order to reduce the cost, the TDA3664 chip, which provided power to the processor and RAM when the ignition was turned off, was excluded from the circuit. Of course, in this case, all the accumulated adaptation data would be lost, but in the new firmware I(A)303CF06 and I(A)327RD08, before turning off the processor power, adaptation data is written to EEPROM. When the ignition is turned on, the contents from the EEPROM are written to RAM, so the ECU behaves exactly the same as if the power had not been turned off. In order to implement this algorithm, the EEPROM 95160 (or Atmel 25160) chip must be installed in the unit, instead of the previously installed 95080. Thus, it turns out that for older firmware versions to work, the ECU must have TDA3664 and EEPROM of any size installed, and for new firmware - TDA3664 is not needed (but if installed, it will not interfere with work), and the EEPROM must be of double capacity (95160 or 25160). Take these features into account when chip tuning these ECUs, otherwise the system will not be able to work normally. It should be noted that the latest M73 blocks of the old hardware implementation already had EEPROM of double capacity, therefore, they are the most universal, you can “pour” any firmware into them. And, of course, the popular method of resetting self-learning data and errors using the “removing the battery terminal” method will not work on new modifications.
On this, in fact, we can put an end to the history of the ECM with a mechanical throttle assembly.
ECU with electronic throttle support (from late 2010)
At the end of 2010, an electronic throttle valve, an electronic pedal and Bosch M17.9.7 controllers (Priora vehicles) and M74 (manufactured by Itelma, Kalina vehicles) supporting these devices began to be installed as standard on VAZ family vehicles. ). The controllers have original wiring and connectors, are not compatible with previous ECMs and are incompatible with each other.
Bosch M17.9.7
This ECU, with a processor of the TriCore family, first appeared in 2009 on UAZ cars, and in November 2010, the first production (on non-serial samples this unit was first discovered on a 2007 car) "Priora" cars equipped this controller. On UAZ cars there are two modifications: M17.9.7 (mechanical gas pedal) and ME17.9.7 (with EGAS electronic throttle).
Only ME17.9.7 is installed on VAZ cars. Programming of this block is only possible using the Combiloader programmer in BSL mode (J2434, read/write flash/eeprom) using an OpenPort 2.0 adapter or the diagnostic method (K-Line, write only, flash only). The ME17.9.7 ECU for VAZ and UAZ is almost identical in hardware, the only difference being one resistor. The software for these ECUs may vary and be incompatible. For example, the Priora B574DD02 firmware, created to work with a certain type of dashboard and having panel control functions via CAN, is incompatible with earlier versions. When writing older firmware to such an ECU, the display on the dashboard stops working.
The article will describe the pinout of the VAZ 2114 ECU and discuss all the modifications and features of this device. As you understand, any modern car is a whole arsenal of sensors and mechanisms. And they allow you to squeeze maximum power out of the engine without changing its volume. In order to independently repair electronics or carry out firmware, you need to know what a control unit is and on what principles it operates.
Where is the VAZ 2114 ECU located?
The block is located in the dashboard, directly under the tidy. To replace or dismantle, you need to unscrew the screws and remove the panel from the side, on the passenger side. Through the resulting hole you can see the ECU housing - it is installed inside a steel retainer.
To remove the electronic control unit, you need to unscrew the bolt and carefully pull out the housing, grasping the latch. Of course, it is necessary to turn off the power from the on-board network, otherwise expensive equipment can be damaged. A short circuit is the enemy of any electrical appliance, so be careful. It is advisable not only to remove ground from the battery, but also to disconnect the positive wire.
How does the ECU work?
At the heart is a microprocessor, which is responsible for the normal functioning of all key devices. On a VAZ 2114 car, the ECU collects data from sensors:
- Vehicle speed.
- Detonations.
- Lambda probe.
- DPKV.
- Air flow.
- TPDZ.
- Phases of injection of the air-fuel mixture.
- Coolant temperatures.
These are reading devices that collect information about the operation of an internal combustion engine. Why does he collect it? It is correct to divide and conquer by the following actuators:
- Fuel supply system (pump, injectors).
- Ignition system.
- Adsorber.
- Ventilation.
- Idle air control (yes, yes, this is not a sensor, but an actuator, no need to be confused).
- Automatic diagnostics.
The block diagram of the electronic control unit on the VAZ 2114 consists of three cascades, each of which has its own memory modules:
- A RAM unit (random access memory) is a system that has short-term memory. It stores all information about errors that occurred during operation during the current engine start. When the ignition is turned off (and the computer is de-energized), all memory is cleared and filled again the next time it starts.
- PROM is a programmable read-only memory device. This is the block in which the fuel map (firmware) of the electronic control unit is stored. It also permanently stores information about all system calibration results. And most importantly, this memory contains the algorithm of the internal combustion engine control system. This memory is permanent and is not erased even if the on-board network is completely disconnected. It is this block that is programmed when the “firmware” procedure is performed to improve the characteristics of the VAZ 2114 car.
- And the last block is the ERPZU. The memory unit is necessary to ensure the normal operation of the anti-theft system on the car. It stores passwords and encodings. Starting the engine is possible only if the data exchanged between the immobilizer and the EEPROM matches.
Repair and diagnostics of control units
The VAZ 2114 controller often breaks down. The system has a self-diagnosis function - the ECU queries all components and issues a conclusion about their suitability for operation. If any element fails, the “Check Engine” lamp will light up on the dashboard. It is possible to find out which sensor or actuator has failed only with the help of special diagnostic equipment. Even with the help of the famous OBD-Scan ELM-327, loved by many for its ease of use, you can read all engine operating parameters, find the error, eliminate it and delete it from the memory of the VAZ 2114 ECU.
Of course, it is wrong to simply delete errors. Be careful, because malfunctions don’t just appear. A good example is that a friend’s oxygen sensor broke down. And every other day he cuts down the mistake so that “it doesn’t become an eyesore.” But the reason lies in a faulty lambda. But what to do if the ECU does not want to respond to the scanner at all? Then check the following:
- Is there any mechanical damage to the housing, including oxidation and corrosion?
- The fuse is working properly, there is voltage and a connection to the power supply minus.
- Is the device overheating?
It is unlikely that you will be able to repair the control unit yourself; the work is too delicate. You can only replace it with a new one with your own hands.
Types of ECU VAZ 2114
The car was produced for more than 10 years, constantly improved, the characteristics became better and better. Of course, this was achieved through the use of new motors, sensors, and actuators. And most importantly, thanks to the installation of control units, whose operating speed is much higher (you have all heard about the frequency of processors; it is on this parameter that the characteristics of internal combustion engines depend today).
January-4 and GM-09
Until 2003, these electronic units were installed. They had a very wide range of models, the main difference between them was the presence or absence of a resonant-type knock sensor. The price of a VAZ 2114 ECU of the “January-4” type is no more than 6,000 rubles. The list of modifications is given in the table:
| 21114-1411020-22 | January-4, without oxygen sensor, RSO, 1st production version |
| 21114-1411020-22 | January-4, without oxygen sensor, RSO, 2nd production version |
| 21114-1411020-22 | January-4, without oxygen sensor, RSO, 3rd serial version |
| 21114-1411020-22 | January-4, without oxygen sensor, RSO, 4th production version |
| 21114-1411020-20 | GM,GM_EFI-4,2111 with oxygen sensor, USA-83 |
| 21114-1411020-21 | GM,GM_EFI-4,2111 with oxygen sensor, EURO-2 |
| 21114-1411020-10 | GM,GM_EFI-4,2111 with oxygen sensor |
| 21114-1411020-20h | GM, RSO |
Electronic control units ITELMA 5.1, January 5.1.X, Bosch M1.5.4
These ECUs belong to the next generation, they were successfully used on cars of models 2113 and 2115. If you are the owner of a VAZ 2114 car, which was released in 2013 or later, then the method of injection of the fuel-air mixture can distinguish it from its relatives: phased, pair-parallel or simultaneous. In general, all three ECUs (January, Bosch and Itelma) are complete analogues of each other. Modifications “January” and ITELMA:
Modifications of BOSCH electronic control units:
On VAZ 2114 cars produced in 2003-2007, you can most often find “January-5.1.1”. The price of such a block ranges from 7000-8000 rubles. On export versions of cars, as a rule, a Bosch brain was installed, the price of which was the same.
"January-7.2", Bosch M-7.9.7
The modification on the seventh of January depends on the engine size. Control units produced by BOSCH were installed only on those cars that were exported (they met the EURO-3 eco-standard). One and a half liter eight-valve engines were equipped with the following ECUs:
| 21114-1411020-80 | BOSCH-7.9.7, E-2.1.5 liters, 1st serial version. |
| 21114-1411020-80h | BOSCH-7.9.7, E-2.1.5 liters, tuning |
| 21114-1411020-80 | BOSCH-7.9.7+, E-2.1.5 liters, |
| 21114-1411020-80 | BOSCH-7.9.7+, E-2.1.5 liters, |
| 21114-1411020-30 | BOSCH-7.9.7, E-3.1.5 liters, 1st serial version. |
| 21114-1411020-81 | JANUARY_7.2, E-2.1.5 liters, 1st_serial version, unsuccessful, replacement_A203EL36 |
| 21114-1411020-81 | JANUARY_7.2, E-2.1.5 liters, 2nd_serial_version.unsuccessful, replacement_A203EL36 |
| 21114-1411020-81 | JANUARY_7.2, E-2.1.5 liters, 3rd_serial_version |
| 21114-1411020-82 | ITELMA, with acid sensor, E-2,1,5 liter, 1st_version |
| 21114-1411020-82 | ITELMA, with acid sensor, E-2,1,5 liter, 2nd_version |
| 21114-1411020-82 | ITELMA, with acid sensor, E-2,1,5 liter, 3rd_version |
| 21114-1411020-80h | BOSCH_797, without acid sensor, E-2, din., 1.5 liters |
| 21114-1411020-81h | JANUARY_7.2, without acid sensor, CO, 1.5 liter |
| 21114-1411020-82h | ITELMA, without acid sensor, CO, 1.5 liter |
For 1.6 liter engines:
| 21114-1411020-30 | BOSCH_797,E-2,1.6L,1st_series (software glitches) |
| 21114-1411020-30 | BOSCH_797,E-2,1.6L,2nd_series |
| 21114-1411020-30 | BOSCH_797+,E-2,1.6L,1st_series |
| 21114-1411020-30 | BOSCH_797+,E-2,1.6L,2nd_series |
| 21114-1411020-20 | BOSCH_797+,E-3,1.6L,1st_series |
| 21114-1411020-10 | BOSCH_797,E-3,1.6L,1st_series |
| 21114-1411020-40 | BOSCH_797,E-2,1.6L |
| 21114-1411020-31 | JANUARY_7.2, E-2, 1.6L, 1st_series (unsuccessful) |
| 21114-1411020-31 | JANUARY_7.2, E-2, 1.6L, 2nd_series |
| 21114-1411020-31 | JANUARY_7.2, E-2, 1.6L, 3rd_series |
| 21114-1411020-31 | JANUARY_7.2+, E-2, 1.6L, 1st_series, new_hardware.version. |
| 21114-1411020-32 | ITELMA_7.2,E-2,1.6L,1st_series |
| 21114-1411020-32 | ITELMA_7.2,E-2,1.6L,2nd_series |
| 21114-1411020-32 | ITELMA_7.2,E-2,1.6L,3rd_series |
| 21114-1411020-32 | ITELMA_7.2+, E-2, 1.6L, 1st_series, new_hardware.version. |
| 21114-1411020-30CH | BOSCH_with acid sensor, E-2, din, 1.6L |
| 21114-1411020-31CH | JANUARY_7.2, without acid sensor, CO, 1.6 liter. |
The newest modification is the electronic control unit JANUARY-7.3, with its help the control system of eight-valve 1.6-liter engines, which were produced since 2007, was organized. Modifications January-7.3 could comply with EURO-3 and 4 eco-standards, produced by the AVTEL and ITELMA plants .
The introduction of electronics into the design of a car engine has led to the fact that the operation of the engine is controlled by the electronic engine control unit ECU (). Modules of this type are also called controllers. The gasoline or diesel engine, as well as other vehicle systems, are controlled through special control units. There are several types of them and they all have their own connection scheme to the on-board electronics.
The electronic engine control unit maintains a constant and continuous exchange of data with control modules of other systems. Data streams are transmitted via a special CAN bus. Through this bus, an effective integration of all electronic digital systems of the vehicle is realized, which ultimately represents a single on-board network. Below is a guide to all the most common ECUs.
Pinout of ECU connectors VAZ January
Scheme January 5.1
Scheme January 7.2
Pinout January 7, BOSCH M7.9.7, M 73
| № | 8V | 16V | № | 8V | 16V | |
| 1 | Cat. ignition 2 c. | 42 | Rough road sensor signal input (3) | |||
| 2 | Ignition cat 2-3 c. | Cat. ignition 3 c. | 43 | |||
| 3 | Weight cat. light up | Weight cat. light up | 44 | |||
| 4 | Cat. ignition 4 c. | 45 | Phase sensor power output (2) | |||
| 5 | Ignition cat 1-4 c | Cat. ignition 1 c. | 46 | Canister valve control output (1) | ||
| 6 | Injector 2 | 47 | Injector 4 | |||
| 7 | Injector 3 | 48 | Heater control DK1 (D) | |||
| 8 | Tachometer output | 49 | ||||
| 9 | 50 | Controlling the additional starter relay | ||||
| 10 | Fuel consumption signal | 51 | Weight | |||
| 11 | 52 | |||||
| 12 | Power supply +12 V. Battery (ignition switch 30 contacts) | 53 | Weight | |||
| 13 | +12 V. Ignition (deputy ignition 15 contacts) | 54 | ||||
| 14 | Main relay control output | 55 | Oxygen sensor 2 signal input (A) | |||
| 15 | Crankshaft sensor input (A) | 56 | ||||
| 16 | Throttle sensor signal input (C) | 57 | Switching calibrations, short to ground | |||
| 17 | Throttle sensor ground (B) | 58 | ||||
| 18 | Oxygen sensor 1 signal input (A) | 59 | Speed sensor signal input.(2) | |||
| 19 | Knock sensor signal input (1) | 60 | ||||
| 20 | Knock sensor weight (2) | 61 | Weight | |||
| 21 | 62 | |||||
| 22 | 63 | +12V power input after main relay | ||||
| 23 | 64 | Idle Speed Control (D) | ||||
| 24 | 65 | Idle Speed Control (C) | ||||
| 25 | 66 | Idle Speed Control (B) | ||||
| 26 | 67 | Idle Speed Control (A) | ||||
| 27 | Injector 1 | 68 | Fan relay control output 1 O.Zh. | |||
| 28 | Oxygen Sensor Heater 2 (D) | 69 | Air conditioner relay control output | |||
| 29 | Fan control output 2 O.Zh. | 70 | Fuel pump relay control output | |||
| 30 | 71 | K-Line | ||||
| 31 | Check lamp | 72 | ||||
| 32 | Power output +5V DPDZ(3), DND(1) | 73 | ||||
| 33 | Power output +5V DMRV (4) | 74 | ||||
| 34 | Crankshaft sensor signal input (1) | 75 | Air conditioner request signal | |||
| 35 | Mass of sensors. | 76 | Request to turn on the power steering. | |||
| 36 | Mass of sensors. | 77 | ||||
| 37 | Air flow sensor signal input (5) | 78 | ||||
| 38 | 79 | Phase sensor signal input (3) | ||||
| 39 | Coolant sensor signal input (2) | 80 | Weight | |||
| 40 | Signal input. DTVV. (DFID pin. 1) | 81 | ||||
| 41 | ||||||
Connecting the K-line adapter
Pinout of VAZ Bosch ECU connectors
Bosch 7.9.7 January 7.2
| Number | Bosch M1.5.4 (1411020 and 1411020-70) January 5.1.1 (71) |
Bosch M1.5.4 (40/60) January-5.1 (41/61) January 5.1.2 (71) |
Bosch MP7.0 |
| 1 | Ignition 1-4 cylinders. | Ignition 1-4 cylinders. | Ignition 1-4 cylinders. |
| 2 | . | Ground ignition wire. | . |
| 3 | Fuel pump relay | Fuel pump relay | Fuel pump relay |
| 4 | Stepper motor PXX(A) | Stepper motor PXX(A) | Stepper motor PXX(A) |
| 5 | Canister purge valve. | Canister purge valve. | |
| 6 | Cooling fan relay | Left fan relay (only on Nivas) | |
| 7 | Air flow sensor input signal | Air flow sensor input signal | |
| 8 | . | Phase sensor input signal | Phase sensor input signal |
| 9 | Speed sensor | Speed sensor | Speed sensor |
| 10 | . | General. Oxygen sensor weight | Oxygen sensor weight |
| 11 | Knock sensor | Knock sensor | Knock sensor input 1 |
| 12 | Power supply for sensors. +5 | Power supply for sensors. +5 | Power supply for sensors. +5 |
| 13 | L-line | L-line | L-line |
| 14 | Weight of injectors | Weight of injectors | Weight of injectors. Power "ground" |
| 15 | Control of injectors 1-4 | Oxygen sensor heater | Check Engine Light |
| 16 | . | Injector 2 | Injector 3 |
| 17 | . | Recirculation valve | Injector 1 |
| 18 | Power supply +12V non-switchable | Power supply +12V non-switchable | Power supply +12V non-switchable |
| 19 | Common wire. Weight of electronics | Common wire. Weight of electronics | |
| 20 | Ignition 2-3 cylinders | Ignition 2-3 cylinders | |
| 21 | Stepper motor PXX(C) | Stepper motor PXX(C) | Ignition 2-3 cylinders |
| 22 | Check Engine Light | Check Engine Light | Stepper motor PXX(B) |
| 23 | . | Injector 1 | Air conditioner relay |
| 24 | Stepper motor weight | Weight of stepper motor output stages | Power grounding |
| 25 | Air conditioner relay | Air conditioner relay | . |
| 26 | Stepper motor PXX(B) | Stepper motor PXX(B) | Weight of sensors TPS, DTOZH, DMR |
| 27 | Ignition switch terminal 15 | Ignition switch terminal 15 | Ignition switch terminal 15 |
| 28 | . | Oxygen sensor input | |
| 29 | Stepper motor PXX(D) | Stepper motor PXX(D) | Oxygen sensor 2 input signal |
| 30 | Weight of sensors MAF, DTOZH, DPS, DD, DPKV | Knock sensor input 2 | |
| 31 | . | Reserve output high current | Rough road sensor input signal |
| 32 | . | . | Fuel consumption signal |
| 33 | Control of injectors 2-3 | Oxygen sensor heater. | . |
| 34 | . | Injector 4 | Injector 4 |
| 35 | . | Injector 3 | Injector 2 |
| 36 | . | Exit. Intake pipe length control valve. | Main relay |
| 37 | Nutrition. +12V after the main relay | Nutrition. +12V after the main relay | |
| 38 | . | Low-current backup output | . |
| 39 | . | . | Stepper motor IAC (C) |
| 40 | . | Reserve input discrete high | . |
| 41 | Request to turn on the air conditioner | Oxygen sensor heater 2 | |
| 42 | . | . | |
| 43 | Signal to tachometer | Signal to tachometer | Signal to tachometer |
| 44 | CO - potentiometer | Air temperature sensor | . |
| 45 | Coolant temperature sensor | Coolant temperature sensor | |
| 46 | Main relay | Main relay | Cooling fan relay |
| 47 | Programming permission | Programming permission | Air conditioner request signal input |
| 48 | Crankshaft position sensor. Low level | Crankshaft position sensor. Low level | |
| 49 | Crankshaft position sensor.High level | Crankshaft position sensor.High level | |
| 50 | . | Recirculation valve position sensor | Programming permission |
| 51 | . | Request to turn on the power steering | DC heater |
| 52 | . | Reserve input discrete low | . |
| 53 | Throttle position sensor | Throttle position sensor | |
| 54 | Fuel consumption signal | Fuel consumption signal | Stepper motor IAC (D) |
| 55 | K-line | K-line | K-line |
Modifications of electronic control units for VAZ cars
The modification on the seventh of January depends on the engine size. Control units produced by BOSCH were installed only on those cars that were exported (they met the EURO-3 eco-standard). For 1.5l 8 cl. the motors were equipped with the following ECUs:
| 21114-1411020-80 | BOSCH-7.9.7, E-2.1.5 liters, 1st serial version. |
| 21114-1411020-80h | BOSCH-7.9.7, E-2.1.5 liters, tuning |
| 21114-1411020-80 | BOSCH-7.9.7+, E-2.1.5 liters, |
| 21114-1411020-80 | BOSCH-7.9.7+, E-2.1.5 liters, |
| 21114-1411020-30 | BOSCH-7.9.7, E-3.1.5 liters, 1st serial version. |
| 21114-1411020-81 | JANUARY_7.2, E-2.1.5 liters, 1st_serial version, unsuccessful, replacement_A203EL36 |
| 21114-1411020-81 | JANUARY_7.2, E-2.1.5 liters, 2nd_serial_version.unsuccessful, replacement_A203EL36 |
| 21114-1411020-81 | JANUARY_7.2, E-2.1.5 liters, 3rd_serial_version |
| 21114-1411020-82 | ITELMA, with acid sensor, E-2,1,5 liter, 1st_version |
| 21114-1411020-82 | ITELMA, with acid sensor, E-2,1,5 liter, 2nd_version |
| 21114-1411020-82 | ITELMA, with acid sensor, E-2,1,5 liter, 3rd_version |
| 21114-1411020-80h | BOSCH_797, without acid sensor, E-2, din., 1.5 liters |
| 21114-1411020-81h | JANUARY_7.2, without acid sensor, CO, 1.5 liter |
| 21114-1411020-82h | ITELMA, without acid sensor, CO, 1.5 liter |
For 1.6 liter engines:
| 21114-1411020-30 | BOSCH_797,E-2,1.6L,1st_series (software glitches) |
| 21114-1411020-30 | BOSCH_797,E-2,1.6L,2nd_series |
| 21114-1411020-30 | BOSCH_797+,E-2,1.6L,1st_series |
| 21114-1411020-30 | BOSCH_797+,E-2,1.6L,2nd_series |
| 21114-1411020-20 | BOSCH_797+,E-3,1.6L,1st_series |
| 21114-1411020-10 | BOSCH_797,E-3,1.6L,1st_series |
| 21114-1411020-40 | BOSCH_797,E-2,1.6L |
| 21114-1411020-31 | JANUARY_7.2, E-2, 1.6L, 1st_series (unsuccessful) |
| 21114-1411020-31 | JANUARY_7.2, E-2, 1.6L, 2nd_series |
| 21114-1411020-31 | JANUARY_7.2, E-2, 1.6L, 3rd_series |
| 21114-1411020-31 | JANUARY_7.2+, E-2, 1.6L, 1st_series, new_hardware.version. |
| 21114-1411020-32 | ITELMA_7.2,E-2,1.6L,1st_series |
| 21114-1411020-32 | ITELMA_7.2,E-2,1.6L,2nd_series |
| 21114-1411020-32 | ITELMA_7.2,E-2,1.6L,3rd_series |
| 21114-1411020-32 | ITELMA_7.2+, E-2, 1.6L, 1st_series, new_hardware.version. |
| 21114-1411020-30CH | BOSCH_with acid sensor, E-2, din, 1.6L |
| 21114-1411020-31CH | JANUARY_7.2, without acid sensor, CO, 1.6 liter. |
Location of the ECU in VAZ cars
Ford ECU connector pinout diagram
Diagrams of other connectors of electronic control units
Renix ECU
ECU 2LT-E, KZN165, KZJ90
Passat ECU
Progress electronic control unit
Mitsubishi ECU
Nissan ECU
The UAZ Hunter engine includes an electronic control unit, sensors, actuating electric mechanisms, a diagnostic malfunction indicator lamp, a wiring harness, and a diagnostic connector. Diagrams of the engine control system are presented below.
Diagrams of the UAZ Hunter engine control system with MIKAS-7.2, BOSCH ME17.9.7, M1.5.4.U AUTRON units.
The UAZ Hunter models UAZ-315195 and UAZ-315196 with the ZMZ-409 engine were equipped with an integrated microprocessor control system with electronic control units, controllers, type M1.5.4.U AUTRON, MIKAS-7.2, BOSCH M17.9.7, BOSCH ME17.9.7 .
Diagram of the control system of the UAZ Hunter model UAZ-315195 with the ZMZ-409.10 Euro-0 engine and the M1.5.4.U AUTRON control unit.
Diagram of the engine control system of the UAZ Hunter model UAZ-315195 with the ZMZ-409.10 Euro-0 engine and the M1.5.4.U AUTRON or MIKAS-7.2 control unit.
Diagrams of the engine control system of the UAZ Hunter model UAZ-315195 with the ZMZ-409.10 Euro-2 engine and the MIKAS-7.2 control unit.
The composition, devices and components of the UAZ Hunter control system with the ZMZ-409.10 Euro-2 engine and the MIKAS-7.2 controller are discussed in the material.
Diagrams of the engine control system of the UAZ Hunter model UAZ-315195 with the ZMZ-40904.10 Euro-3 engine and the BOSCH ME17.9.7 control unit.
The composition, elements and components of the UAZ Hunter control system with the ZMZ-40904.10 Euro-3 engine and the BOSCH ME17.9.7 controller are discussed in the material.
Wiring harness diagram 315196-3724067 of the UAZ Hunter engine control system of the UAZ-315196 model with the ZMZ-4091.10 Euro-3 engine and the BOSCH M17.9.7 control unit.
The composition, sensors and actuators of the control system of the UAZ Hunter, model UAZ-315196, with the ZMZ-4091 Euro-3 engine and the BOSCH M17.9.7 unit are discussed in the material.
Wiring harness diagram 315195-3724067-62 of the UAZ Hunter engine control system of the UAZ-315195 model with the ZMZ-40905.10 Euro-4 engine and the BOSCH ME17.9.7 control unit.
The composition, sensors and actuators of the UAZ Hunter control system with the ZMZ-40905 Euro-4 engine and the BOSCH ME17.9.7 control unit are discussed in the material.
Designations of components and circuits in the diagrams:
A1 — engine control controller (unit);
A2 — fuel module with level sensor;
A3 - instrument cluster or panel;
A4 - immobilizer (car anti-theft system - APS);
A5 - route;
A6 — accelerator pedal module (E-gas);
A7 — throttle device with electric drive;
B1 - throttle position sensor;
B2 - mass air flow sensor;
B3 - coolant temperature sensor;
B4 - air temperature sensor;
B5 - knock sensor;
B6 - oxygen sensor No. 1;
B7 - oxygen sensor No. 2;
B8 - rough road sensor;
BP1 — intake air absolute pressure sensor;
BP2 - emergency oil pressure alarm sensor;
BP3 - air conditioner refrigerant pressure sensor;
BR1 — synchronization sensor (crankshaft position);
BR2 — phase sensor (camshaft position);
BV1 - vehicle speed sensor;
F1-F4 - spark plugs for cylinders 1-4;
FU1-FU6 - fuse;
HL1 - MIL lamp for engine diagnostics;
HL2 — IMMO status lamp (ALS unit);
GB1 - rechargeable battery;
KA1 - main relay;
KA2 - electric fuel pump relay;
KA3, KA4 - relay for electric fans No. 1 and No. 2 for engine cooling;
KA5 - air conditioning compressor clutch relay;
L1 – immobilizer transceiver antenna;
M1 - electric fuel pump;
M2, M3 - electric fans 1 and 2;
PF1 - tachometer;
PS1 - coolant indicator;
TV1, TV2 - two-terminal ignition coil;
TV3 - ignition module with two-terminal coils;
TV4-TV7 - individual ignition coils;
TV8 – four-terminal ignition coil;
W1-W4 - high-voltage ignition wires;
SA1 - ignition switch;
SA2—mass switch;
SA3 - air conditioner switch;
SA4 — two-channel brake pedal switch;
SA5 – clutch pedal switch;
XS1 — diagnostic connector;
XS2 — nozzle connector;
Y1-Y4 — gasoline injectors;
Y5 — additional air regulator (idle speed);
Y6 — adsorber purge valve;
Y7 - electric coupling of the air conditioning compressor;
* — the component can be installed as an additional kit.
Electrical circuits in the diagrams:
“15” - circuit from the ignition switch;
“30” - battery power circuit;
“Um” - power circuit from the main relay of the system;
“Ue” - power circuit from the electric fuel pump relay;
GNP - power ground of the controller output stages;
GNI - “ground” for power ignition channels;
GND - “ground” for the logical and digital circuits of the controller;
GNA - “ground” for the signal (analog) circuits of the controller.
The remaining circuits are named after the terminals of the electronic control unit.
It is not allowed to operate the ZMZ-409 UAZ Hunter engine with the diagnostic lamp on. Constant lighting of the lamp indicates the presence of malfunctions in the engine control system.
If there are malfunctions, the control system automatically switches to operation mode - starting, especially of a cold engine, worsens, toxicity and fuel consumption increase. It is necessary to diagnose the system and eliminate the malfunction as soon as possible.
