Automatic protection sensor and idle sensor function (Manual transmission conversion)
Based on the original 722.3 tranny we made a Bellhousing (19 cm) for a Getrag 265 5-speed conversion. As the getrag intake driveshaft is a little longer it is possible to make a distance plate which is centered in the original hole of the automatic driveshaft. I use a BMW Alpina B7 Clutch (over 600 NM). The throwout bearing is hydraulic. Flywheel is similar to the one we have seen times ago on 500ecstasy (supra R154 M119 conversionwith 722.6 bellhousing), with the trigger-starter gear plate bolt on. As all is 3.5 cm shorter at the rear is an distance plate from the 3 propeller to the 4 bolt Hardy of the 500 E, here hte tach sensor get the 4 bolt trigger points. The parts are made in a CNC shop here in italy and are nearly all ready. The Pedals are from a E200. The shifter is the BMW-one modified. The rear tranny mount is from the 722.3 with an welded steel support. The pilot bearing is 35.5-12 which is strange (normal 36-12) and costs 26 Euro! To have less problems as possible all automatic sensors are on board but some questions remains and I want to discuss them here.
The electric issues:
As I know that hear are several W124036 veterans on board they had more knowledge of the Lh-jetronik, I wonder If anyone has some input for me.
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Based on the original 722.3 tranny we made a Bellhousing (19 cm) for a Getrag 265 5-speed conversion. As the getrag intake driveshaft is a little longer it is possible to make a distance plate which is centered in the original hole of the automatic driveshaft. I use a BMW Alpina B7 Clutch (over 600 NM). The throwout bearing is hydraulic. Flywheel is similar to the one we have seen times ago on 500ecstasy (supra R154 M119 conversionwith 722.6 bellhousing), with the trigger-starter gear plate bolt on. As all is 3.5 cm shorter at the rear is an distance plate from the 3 propeller to the 4 bolt Hardy of the 500 E, here hte tach sensor get the 4 bolt trigger points. The parts are made in a CNC shop here in italy and are nearly all ready. The Pedals are from a E200. The shifter is the BMW-one modified. The rear tranny mount is from the 722.3 with an welded steel support. The pilot bearing is 35.5-12 which is strange (normal 36-12) and costs 26 Euro! To have less problems as possible all automatic sensors are on board but some questions remains and I want to discuss them here.
The electric issues:
- The starter lock out switch: on KE jetronik it was easy, just connect violett to violett white and all functions, but the sarter lock out switch on the LH-jet CAN version has 2 pins for lever position recongnition during crusie control operation. So what do they do? Could I left the switch on D and make a jumper from 30-30 (violet-violet white)? Or I have to make an emulation for the moment
- Transmission overload sensor: the sensor close if the pressure in the tranny gets over 1,8 bar to protect the automatic tranny retarding ELZ ignition. As I understand in 4th the signal tho ELZ is 5V, so I think I can leave it in on D wich is correspondending on a certain resistance (1kOHm?). What I dont anderstand, if the sensor is out of order EZL has an backup and functioning in a separate mode. Is there any CAN memory between ELZ and LH that is attending an signal on full trottle (low depression under 300 mmbar and trottle wide open ) or thois type of CAn was far away of this soffisitcations? If not I had to make an emulatio, so I had to look for an rpm signal on 4000 revs to trigger a signal (different voltage in workshop manual).
- Brake light sensor: the 200 E switch has only two cables, the 500 E more, why? Is it for CAN an LH?
- The tach signal goes on the 4 bolts from the hardy (4-sensor-trigger points in the tranny)
- The rear light sensor is the Getrag (BMW.prt) sensor
- The tranny position sensor (NRD...), I thougth to left it in the position D
As I know that hear are several W124036 veterans on board they had more knowledge of the Lh-jetronik, I wonder If anyone has some input for me.
Best pagodino
