Interesting...
Discussion
... to me at any rate 
I just bought another 4CU ECU. So what, you say. This one's got external adjustments on it, I reply.... the ability to fine-tune the fuelling.
Now I expected it to be a simple modification: a couple of the fixed calibration resistors replaced with variable pots that can be set to suit any given engine setup.
No, it's not. It has an extra PCB inside.
What's interesting is that the production dates on the ICs on this board are the exact same year (1989) as the dates on the ICs that are fitted to the main boards, suggesting that the mod was fitted more or less from new. Scribbled on the case is a registration number: the RAC website gives it as belonging to a 1989 Range Rover.
So who was tuning Rangies in 1989?
The plot thickens: on the etched side of the add-on PCB is the name: Sprintex.
So...1989, Sprintex superchargers, Rangies... Overfinch?
I just bought another 4CU ECU. So what, you say. This one's got external adjustments on it, I reply.... the ability to fine-tune the fuelling.
Now I expected it to be a simple modification: a couple of the fixed calibration resistors replaced with variable pots that can be set to suit any given engine setup.
No, it's not. It has an extra PCB inside.
What's interesting is that the production dates on the ICs on this board are the exact same year (1989) as the dates on the ICs that are fitted to the main boards, suggesting that the mod was fitted more or less from new. Scribbled on the case is a registration number: the RAC website gives it as belonging to a 1989 Range Rover.
So who was tuning Rangies in 1989?
The plot thickens: on the etched side of the add-on PCB is the name: Sprintex.
So...1989, Sprintex superchargers, Rangies... Overfinch?
wedg1e said:
... to me at any rate
I just bought another 4CU ECU. So what, you say. This one's got external adjustments on it, I reply.... the ability to fine-tune the fuelling.
Now I expected it to be a simple modification: a couple of the fixed calibration resistors replaced with variable pots that can be set to suit any given engine setup.
No, it's not. It has an extra PCB inside.
What's interesting is that the production dates on the ICs on this board are the exact same year (1989) as the dates on the ICs that are fitted to the main boards, suggesting that the mod was fitted more or less from new. Scribbled on the case is a registration number: the RAC website gives it as belonging to a 1989 Range Rover.
So who was tuning Rangies in 1989?
The plot thickens: on the etched side of the add-on PCB is the name: Sprintex.
So...1989, Sprintex superchargers, Rangies... Overfinch?
Sounds like a good find. Maybe JE before Mr. Eales and his colleagues parted company - perhaps a Dakar vehicle?
7.
wedg1e said:
It does actually have 'JE 101 cam 4.2' scrawled on it...
Hardcastles first book says that is a hydraulic road cam (not even fast road - thats the JE102)_with a fairly low max lift of .430", so I wouldn't have thought it would be for a comp. engine. However, having just looked at a Performance Car article on JE from 1990 (sad, I know) he says that the first desert 4.2 engines which he produced had low c.r. and a mild road cam to cope with dodgy fuel. It also says they were running Lucas Micos management (whatever that is) and twin plenums.
7.
My name is JJ, a.k.a. Firefox, and some years ago I could have talked about engine architecture, brake mean effective pressure, piston speed, unsprung weight, inboard brakes, quad overhead cams, compression ratio, and chassis stiffness. Blah, blah, blah. But you chaps are real engineers and your knowledge and expertise simply astounds me! I am unworthy, I know nuffink!
Would you all please move down here so (a) you can look after my cars for me (b)we can put our heads to gether to build our own car. Bags I sort out company structure, financing, test driving, marketing, and corporate development.
I bow in respect!
JJ
Would you all please move down here so (a) you can look after my cars for me (b)we can put our heads to gether to build our own car. Bags I sort out company structure, financing, test driving, marketing, and corporate development.
I bow in respect!
JJ
adam quantrill said:
Wow - the 400SX has a similarly adapted ECU - though I haven't looked inside to check the PCB. There is an adjuster (presumably for fuelling) that is sealed with a dab of paint.
Go on... you know you want to! While you're in there, make a list of the values of the calibration resistors for me, would you... number 7 said:
It does actually have 'JE 101 cam 4.2' scrawled on it...
Hardcastles first book says that is a hydraulic road cam (not even fast road - thats the JE102)_with a fairly low max lift of .430", so I wouldn't have thought it would be for a comp. engine. However, having just looked at a Performance Car article on JE from 1990 (sad, I know) he says that the first desert 4.2 engines which he produced had low c.r. and a mild road cam to cope with dodgy fuel. It also says they were running Lucas Micos management (whatever that is) and twin plenums.
7.
Wonder if this is why the ECU has been passed around: maybe nobody can get the fuelling right with a high performance engine... 
It was originally sold on Ebay with its matching airflow meter but the guy I bought it off split them for resale: alas he got £40 less selling them separately than he'd paid for them both a month before
wedg1e said:Blimey! With a slightly higher res pic of the daughter board I'm sure you could work out the circuit. Doesn't look too complicated. From what I can see there are two ICs, half a doesen resistors and a small scattering of caps. Mind you for about the same time and effort I recon you could probably build/install a megersquirt which would be better all round.
Here you go...
leorest said:
Blimey! With a slightly higher res pic of the daughter board I'm sure you could work out the circuit. Doesn't look too complicated. From what I can see there are two ICs, half a doesen resistors and a small scattering of caps. Mind you for about the same time and effort I recon you could probably build/install a megersquirt which would be better all round.
Done it, half an hour
number 7 said:
It does actually have 'JE 101 cam 4.2' scrawled on it...
Hardcastles first book says that is a hydraulic road cam (not even fast road - thats the JE102)_with a fairly low max lift of .430", so I wouldn't have thought it would be for a comp. engine. However, having just looked at a Performance Car article on JE from 1990 (sad, I know) he says that the first desert 4.2 engines which he produced had low c.r. and a mild road cam to cope with dodgy fuel. It also says they were running Lucas Micos management (whatever that is) and twin plenums.
7.
Yeah well with a supercharger being run you don't want any overlap on the cam so that sounds about right. One thing you _do_ want to compensate for is dodgy fuel - I've been quite happy with the Tesco 99 but I think I've had a couple of iffy batches, and you really notice it with a supercharged engine.
dickymint said:
two IC's missing on the mother board, two on the piggy back???
No Richard, that's normal for the 4CU. The big green PCB is what I call the 'second board', you can't see the 'main board' in the pic.
As far as I can make out, the missing components on the second board are the lambda correction circuitry that wasn't fitted to UK cars.
Now if I could find an ex-US TR7 V8 ECU...
Hi Guys,
My first post so be gentle. I used to own a 400SX, now in OZ, courtesy of a big brother while I was travelling in the mid nineties. I got mine as you may expect from Haughins in Barrow-in-Furness in 1989. I was 22 at the time and now at 38 still think it is the greatest car I have ever had the privilege to run. I have had Jags, Cosworths and fast ferries in between so maybe I have poor judgement. The SX series was really a short production run (3 x 400SX and 1 390SX), largely as result of a collaboration between Dennis Priddle Racing who created go faster Range Rovers(DPR, Santapod fame)and Dave Haughin (deceased). The compressor (known as a Sprintex) also found a home in Fords 2.8i Xr4x4. This was originally designed for industrial applications, air conditioning for large industrial premises of all things by Thermodynamics of Glasgow.
My car featured in Penthouse Cars and Penthouse magazine at the time. The shoot was taken at Crystal palace a couple of months after collecting the car. Page 3 Model included.
Dennis is still supercharging and can be found at www.jagweb.com/aj6eng/superchargers.html
My first post so be gentle. I used to own a 400SX, now in OZ, courtesy of a big brother while I was travelling in the mid nineties. I got mine as you may expect from Haughins in Barrow-in-Furness in 1989. I was 22 at the time and now at 38 still think it is the greatest car I have ever had the privilege to run. I have had Jags, Cosworths and fast ferries in between so maybe I have poor judgement. The SX series was really a short production run (3 x 400SX and 1 390SX), largely as result of a collaboration between Dennis Priddle Racing who created go faster Range Rovers(DPR, Santapod fame)and Dave Haughin (deceased). The compressor (known as a Sprintex) also found a home in Fords 2.8i Xr4x4. This was originally designed for industrial applications, air conditioning for large industrial premises of all things by Thermodynamics of Glasgow.
My car featured in Penthouse Cars and Penthouse magazine at the time. The shoot was taken at Crystal palace a couple of months after collecting the car. Page 3 Model included.
Dennis is still supercharging and can be found at www.jagweb.com/aj6eng/superchargers.html
Hi Christian: first time I've heard of there having been a 390SX, I know there were a few 350SXs, reportedly with about the same top-end as a 390SE but a different delivery... a 390SX would be entertaining
I had my 390SE out yesterday for the first drive of the year: first chance I've really had to try out last year's injection mods. There seems to be a definite harder edge in places now: at one point with around 4500 rpm up it felt like I should be pulling the control column back but then at other times with foot on the floor it would bog down. Seems like my car prefers a smooth build-up of power rather than the 'plant the foot and wait for things to happen' technique that I find works well in turbodiesels 
.
Oh well, MOT time in a fortnight...
I had my 390SE out yesterday for the first drive of the year: first chance I've really had to try out last year's injection mods. There seems to be a definite harder edge in places now: at one point with around 4500 rpm up it felt like I should be pulling the control column back
but then at other times with foot on the floor it would bog down. Seems like my car prefers a smooth build-up of power rather than the 'plant the foot and wait for things to happen' technique that I find works well in turbodiesels . Oh well, MOT time in a fortnight...
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