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Re: Jetronic question
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Posted by Ubipa (more from Ubipa) on Fri, 17 Jan 2003 11:48:02 Share Post by Email
In Reply to: Re: Jetronic question, Justin VanAbrahams [Profile/Gallery] , Fri, 17 Jan 2003 00:01:51
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Ignition signal should be the same. The fi ecu is not connected directly to the hall sensor. The Ign ecu/ezk/di/apc processes and converts the signal before sending it to the fi ecu. Well except the pre-86's. I just recently integrated a di/apc system into a 91 900S wiring harness and switched the shutter wheel. Perfect example. The shutter wheel is completely different but the rpm signal out of the di/apc is no different than the previous EZK signal, still using the 91 900s fi ecu.

In regards to converting to LH2.4.2, you'll not only need a different amm, ecu, and tps, but also an aic. The aic in Lh2.4.2 changed to a dual driver setup similar to LH2.2.

As in reasons to change, you could use the 2.3L turbo ecu, 34lb/hr injectors and amm. The 2.3L turbo amm is has a different part # than the LH2.4.2 900s and 9000 Non-turbo. Awhile back I installed just a 92 9000T fi ecu onto the 91 900s system and found the car guzzled gas and felt to run rich. I'm thinking the amm is similar to the volvo 2.3 system as JAK installed, less voltage at higher flow. So the fuel map might have room for higher boost. Ofcourse wot fueling might need to be changed. PPl are reprogramming the Lh2.4.2 too.

Is the cost worth it? Not sure, depends on how cheap you can round up the parts, best to find a 92-93 9kt if thinking about it. On the other hand, Lh2.4 on turbo app's is the perfect setup for a plug in aftermarket ecu w/ pwm idle control and ground triggered batch injection, w/ a second mappable output for h20 injection. The wiring harness is already setup w/ a single driver 100hz aic, 12v lead injectors, three pin lead to the tps which there's already a plug-in tps, and there's a 5th injector line for a cold start injector.

I just recently started putting a diy fi ecu together and configuring the code for Fish's car. It's pretty cool w/ everything mentioned above and capabilities to control boost w/ tps positioning similar to 91-92 di/apc. Still working out the transistor and freq setup on the boost control. Other than running two wires to the boost solenoid, the ecu should pretty much plug in w/ a fabricated connector. I also made an adapter for the diy-wb to just plug right in to the oem o2 sensor for tuning. One downfall is the fuel map is 8x8, but it is programmable and MAP based, not MAF, and the price is under 200$ w/ injectors, but w/o wb-o2. Will see how it works out:)

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