Does anyone have a diagram for the ECU pin out please? Bosch part no. 0 280 800 144
What TR engine family -- F113A040 (US version), F113B (late euro), or something else? I know that 0280800144 is used on US version TR (KE-Jet with Lambda), and may be used on late euro TR (KE-Jet without Lambda), but the TR SPCs are somewhat confusing on this issue.
I've emailed a mate who may contact you. He has 3 of and has done most of the work himself. Melbourne based. I presume the ^^^ email will be your contact though he now rarely comes on here. Simon.
This link will get you a pdf copy of the 509/88 US TR (F113A040 engine) wiring diagram book (Fig 3 is the main one for the KE-Jet with Lambda injection system): https://www.dropbox.com/s/gne5xw608ba818b/509_88 US TR Wiring Diagram Book.PDF?dl=0 And the attached WORD document was something that I had made many moons ago describing the function of each 0280800144 ECU pin. Can you tell us what you are trying to do? Just fix a TR running problem or something more interesting?
Thanks Steve, Can not thank you enough. Your Word Doc. is a ripper. Will be able to get car sorted properly now hopefully. Can tune engine perfectly without electronic injectors connected. When connected the computer over-fuels the left bank and causes all sorts of erratic problems. My car is a USA version sent to Japan originally and now resides in Brisbane. Thank you again. John.
This is one of the quirks of KE-Jet system. If there is no +12V power to run the injection system, or if the injection ECUs are unplugged, it can be tweaked to run fairly decently when warm as a K-Jet, but the EHA current will always be 0 mA = so cold running and starting will not work correctly as the EHA current is increased by the ECUs during those modes to add richness. (But being able to run well with the injection ECUs unplugged is a good sign for the fuel distributors themselves.) With that symptom, the first thing that I would check is to confirm that the 2-channel Coolant Thermister is sending the proper resistance signals to both injection ECUs or not (Diagnosis Sheet No. 6 Step 2). The connection(s) at the 2-channel Coolant Thermister are known to get corroded/flaky, and either separate thermister inside the sensor itself can fail. Image Unavailable, Please Login This link will get you a copy of the complete Diagnosis Sheet No. 6 for all the electrical tests related to a US version TR: https://www.dropbox.com/s/gm81j3cq3048qe1/TR Diagnosis Sheet N 6 US KE-Jet Injection.pdf?dl=0 but it can be a little tricky to find a place in the system to make a measurement (with everything plugged in) if you don't have the special 25-pin break-out test box. Do you have a copy of Chapter D of the TR WSM? Both parts: D1-D60 covering K-Jet without Lambda and D61-D106 covering KE-Jet with Lambda?
Forgot to add that you can also swap injection ECUs -- there's nothing stored/remembered inside them. If the problem follows the injection ECU to the other bank = bad sign for the injection ECU. If it stays on the same bank = good sign for the injection ECU and the problem is elsewhere. The forwardmost injection ECU runs the 7/12 bank.
Crikey Steve, What a great help! We will get to work on her armed with this information. Can not thank you enough. Will let you know how we go in due course. Whatever I can ever do for you please let me know. I am in Australia so may be able to help somehow. Regards. John.
