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500Eboard Management
W124 ECU by removing distributor caps?
- Thread starter Draginev
- Start date
This isn't really a new thing, just a new option by Voltarent for an aftermarket ECU. Peter is replacing older injection / ignition systems with new aftermarket injection / ignition systems. The new ignition uses coil-on-plug technology, which eliminates distributors. And, it replaces the old mechanical injectors with electronic. It's a great option for older engines with CIS injection. I don't see an airflow sensor, I'm curious how he's accurately measuring the air intake.
Replacing the engine management computers is a lot more complicated for the M119.97x. These engines have Bosch LH-SFI which already has factory electronic sequential fuel injection, and a very advanced / complex ignition system (EZL) that can pull timing on individual cylinders - details are in the M119 FSM. This isn't a simple plug+play upgrade, it's not cheap, and it's complicated. And, it requires a lot of time invested to dial in the fuel & ignition curves for the aftermarket ECU.
Further complicating things is trying to integrate any aftermarket ECU with factory traction control (ASR) and cruise control. Some aftermarket ECU's may have their own traction control programs, bypassing factory ASR, but do those work as good as factory? Or better? Or worse? I dunno. ASR isn't an issue on older cars that didn't have any traction control, but you generally don't want to give up useful safety systems like this on 1990's models that had it from the factory.
Additional info here:
www.500eboard.co
Replacing the engine management computers is a lot more complicated for the M119.97x. These engines have Bosch LH-SFI which already has factory electronic sequential fuel injection, and a very advanced / complex ignition system (EZL) that can pull timing on individual cylinders - details are in the M119 FSM. This isn't a simple plug+play upgrade, it's not cheap, and it's complicated. And, it requires a lot of time invested to dial in the fuel & ignition curves for the aftermarket ECU.
Further complicating things is trying to integrate any aftermarket ECU with factory traction control (ASR) and cruise control. Some aftermarket ECU's may have their own traction control programs, bypassing factory ASR, but do those work as good as factory? Or better? Or worse? I dunno. ASR isn't an issue on older cars that didn't have any traction control, but you generally don't want to give up useful safety systems like this on 1990's models that had it from the factory.
Additional info here:
FYI - Retrofit EFI for carbureted or CIS engines | Off-Topic Discussions
Link courtesy of @OhOhFranco2 . Dude built an ECU from scratch to retrofit carbureted or mechanical-injected engines. Awesome stuff. More on Peter Mbiria and his Voltarent ECU here: https://www.youtube.com/@PeterMbiria1/videos :wahoo:
The race version of the M119 was quite the interesting engine, complete with twin turbochargers and a lot of custom components. The engine management was, IIRC, a proprietary Bosch system with 2 injectors per cylinder, and coil-on-plug ignition. Completely different than the production LH-SFI systems in the early 1990's.
The race system may have been an early version of what later became Bosch ME 1.0 circa 1996, which integrated fuel control, ignition control, and throttle control into a single computer module. With LH-SFI these were 3 separate computer modules (LH, EZL, and E-GAS).
I don't think there is much public information on whatever Bosch used for the race engine management.
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