Identifying Fuel Injection Type 390SE
Discussion
Hi All,
I JUST READ THE FOLLOWING ARTICLE
Which suggests my engine is a GEMS as it has 4.0 stampped into the intake plenum can anyone confirm
as i think it is a 14CUX
The Lucas/Hitachi hot-wire MAF sensor was used on Range Rovers from their introduction in the US market in 1987.
Range Rovers built for other world markets (to 1990), Rover SD1 cars, and non-carbureted Triumph TR8 cars featured an entirely different and more primative sensor technology. Specifically, they used the Bosch L-Jetronic (L for "luft") "moving flap" air flow meter in which the moving current of induction air pushes past a spring-loaded vane. The Bosch L-Jetronic sensor dates back to about 1974. Some of the mechanical parts of these systems may be interesting to engine swappers, but the sensor and Lucas's analog electronic control system generally aren't.
The Lucas/Hitachi hot-wire MAF sensor was used with three different generations of Electronic Control Unit. With each generation the control system's electronic hardware and its programming improved, so the final version is preferable. The final version of Lucas electronic fuel injection was called "14CUX". 14CUX system were installed from 1990 through 1995 on engines with displacements of 3.9 and 4.2 liters.
The 14CUX's immediate predecessor was called 14CU. This system was used on US-market 1989 Range Rovers with 3.9L engines. It's largely similar to the 14CUX system, but the 14CUX provided several new features. Most notably, the 14CUX system included an auxiliary module to assist troubleshooting by displaying numeric fault codes (as shown below). Also, the 14CUX system came with a newer generation of Bosch fuel injectors which provide more power and approximately one mile per gallon better fuel economy. (The newer injectors are easy to retrofit to 13CU and 14CU systems.)
What came before the 14CU system? U.S. (and Swiss) market 1987 and 1988 Range Rovers with 3.5L engines came with a system called 13CU. The 13CU computer is easy to differentiate from later computers because the housing is quite different. Just look for pop-rivets.
One of the coolest things about the Rover 14CUX system is that it will self-adapt to many of our cars. For example, it will work fine with a wide range of compression ratios and exhaust systems. There are a couple notable exceptions. For example, the 14CUX system has a hard time adapting to a cam with a lobe separation angle under 112 degrees.
For special applications like engines with aggressive cams or with displacement enlarged to more than about 4.2L (258cid), one should strongly consider purchasing specially programmed replacement control chips. Especially in England, there are quite a few people hot-rodding Range Rovers and TVR sports cars for off-road performance and competition. The expertise certainly exists to reprogram a 14CUX ECU for good driveability to 4.6L (283cid) and even beyond, but it's not a do-it-yourself job.
Another option for people who want electronic fuel injection on a highly modified Buick, Oldsmobile or Rover aluminum V8 is to use the basic Rover mechanical parts but select a different control system. The most obvious choice is called "MegaSquirt".
MegaSquirt doesn't require an air flow sensor because Megasquirt systems simply don't measure air flow. Instead, they use a Manifold Absolute Pressure (MAP) sensor, an Intake Air Temperature (IAT) sensor, and usually one or more wide-band oxygen sensors. (The oxygen sensors used by Rover were narrow-band.) Removing the air flow sensor has the benefit of eliminating some restriction in the induction air path, and may subsequently facilitate supercharging, turbocharging, or cowl induction.
The big downside of a MAP-based EFI system such as MegaSquirt is that it needs a complex customized "map" to relate manifold pressure to mass flow. The map can't automatically adapt to changing operating parameters. So, for example, if you change the air-filtration or exhaust system on an engine with MegaSquirt you can expect to spend some time driving around with a laptop computer to modify the fuel map based on empirical feedback from the wideband oxygen sensors. (I'm told this is a great educational exercise, but it sounds too analogous to carburetor re-jetting to appeal to me.)
The Rover 4.0L and 4.6L engines from 1995 to 1999 featured the next word in Rover engine management systems. Called "GEMS", these engines are easy to identify by the 4.0 or 4.6 cast into their intake plenums. The 4.0L and 4.6L control systems will be more challenging to retrofit to older engines because, for one thing, they control both fuel and ignition from one computer. Although many of the mechanical parts are similar, GEMS differs from its predecessors in that it's a sequential multi-port system: each injector is individually controlled instead of the injectors being batch-fired in banks of four. On the ignition side, GEMS is a direct ignition system utilizing four coils. (It provides spark to two cylinders at a time using the well-proven "wasted spark" principal.)
The Rover 4.0L and 4.6L engines from 1999 to 2002 featured the last word in Rover engine management systems. Called "Motronic", these engine management systems were designed and produced by Robert Bosch GmbH. The associated induction system is easy to identify, with prominant curved aluminum intake runners. (These were part of a twin-plenum design with longer runners than earlier Rover systems.) The Bosch "Motronic" EFI system had next to nothing in common with earlier Rover systems. Instead, they showed BMW's temporary influence on Range Rover design
Interesting if nothing else
Pault0007
I JUST READ THE FOLLOWING ARTICLE
Which suggests my engine is a GEMS as it has 4.0 stampped into the intake plenum can anyone confirm
as i think it is a 14CUX
The Lucas/Hitachi hot-wire MAF sensor was used on Range Rovers from their introduction in the US market in 1987.
Range Rovers built for other world markets (to 1990), Rover SD1 cars, and non-carbureted Triumph TR8 cars featured an entirely different and more primative sensor technology. Specifically, they used the Bosch L-Jetronic (L for "luft") "moving flap" air flow meter in which the moving current of induction air pushes past a spring-loaded vane. The Bosch L-Jetronic sensor dates back to about 1974. Some of the mechanical parts of these systems may be interesting to engine swappers, but the sensor and Lucas's analog electronic control system generally aren't.
The Lucas/Hitachi hot-wire MAF sensor was used with three different generations of Electronic Control Unit. With each generation the control system's electronic hardware and its programming improved, so the final version is preferable. The final version of Lucas electronic fuel injection was called "14CUX". 14CUX system were installed from 1990 through 1995 on engines with displacements of 3.9 and 4.2 liters.
The 14CUX's immediate predecessor was called 14CU. This system was used on US-market 1989 Range Rovers with 3.9L engines. It's largely similar to the 14CUX system, but the 14CUX provided several new features. Most notably, the 14CUX system included an auxiliary module to assist troubleshooting by displaying numeric fault codes (as shown below). Also, the 14CUX system came with a newer generation of Bosch fuel injectors which provide more power and approximately one mile per gallon better fuel economy. (The newer injectors are easy to retrofit to 13CU and 14CU systems.)
What came before the 14CU system? U.S. (and Swiss) market 1987 and 1988 Range Rovers with 3.5L engines came with a system called 13CU. The 13CU computer is easy to differentiate from later computers because the housing is quite different. Just look for pop-rivets.
One of the coolest things about the Rover 14CUX system is that it will self-adapt to many of our cars. For example, it will work fine with a wide range of compression ratios and exhaust systems. There are a couple notable exceptions. For example, the 14CUX system has a hard time adapting to a cam with a lobe separation angle under 112 degrees.
For special applications like engines with aggressive cams or with displacement enlarged to more than about 4.2L (258cid), one should strongly consider purchasing specially programmed replacement control chips. Especially in England, there are quite a few people hot-rodding Range Rovers and TVR sports cars for off-road performance and competition. The expertise certainly exists to reprogram a 14CUX ECU for good driveability to 4.6L (283cid) and even beyond, but it's not a do-it-yourself job.
Another option for people who want electronic fuel injection on a highly modified Buick, Oldsmobile or Rover aluminum V8 is to use the basic Rover mechanical parts but select a different control system. The most obvious choice is called "MegaSquirt".
MegaSquirt doesn't require an air flow sensor because Megasquirt systems simply don't measure air flow. Instead, they use a Manifold Absolute Pressure (MAP) sensor, an Intake Air Temperature (IAT) sensor, and usually one or more wide-band oxygen sensors. (The oxygen sensors used by Rover were narrow-band.) Removing the air flow sensor has the benefit of eliminating some restriction in the induction air path, and may subsequently facilitate supercharging, turbocharging, or cowl induction.
The big downside of a MAP-based EFI system such as MegaSquirt is that it needs a complex customized "map" to relate manifold pressure to mass flow. The map can't automatically adapt to changing operating parameters. So, for example, if you change the air-filtration or exhaust system on an engine with MegaSquirt you can expect to spend some time driving around with a laptop computer to modify the fuel map based on empirical feedback from the wideband oxygen sensors. (I'm told this is a great educational exercise, but it sounds too analogous to carburetor re-jetting to appeal to me.)
The Rover 4.0L and 4.6L engines from 1995 to 1999 featured the next word in Rover engine management systems. Called "GEMS", these engines are easy to identify by the 4.0 or 4.6 cast into their intake plenums. The 4.0L and 4.6L control systems will be more challenging to retrofit to older engines because, for one thing, they control both fuel and ignition from one computer. Although many of the mechanical parts are similar, GEMS differs from its predecessors in that it's a sequential multi-port system: each injector is individually controlled instead of the injectors being batch-fired in banks of four. On the ignition side, GEMS is a direct ignition system utilizing four coils. (It provides spark to two cylinders at a time using the well-proven "wasted spark" principal.)
The Rover 4.0L and 4.6L engines from 1999 to 2002 featured the last word in Rover engine management systems. Called "Motronic", these engine management systems were designed and produced by Robert Bosch GmbH. The associated induction system is easy to identify, with prominant curved aluminum intake runners. (These were part of a twin-plenum design with longer runners than earlier Rover systems.) The Bosch "Motronic" EFI system had next to nothing in common with earlier Rover systems. Instead, they showed BMW's temporary influence on Range Rover design
Interesting if nothing else
Pault0007
100% Hotwire. 14CUX
You can tell by the Air flow meter and the idle control valve,
All 4.0 Griff's Chim's and Most V8'S had these
Also the late 1990 and later 400SE had these also.
The badge does not mean much as could have been stuck on at any time.
Also GEMS plenum's are square and black not curved like yours.
What year is your 390SE as I know they made some late ones and there was a cross over where they was selling 390SE's and 400SE's also knowing TVR if the body was sitting for a while it could be the orignal engine.
You can tell by the Air flow meter and the idle control valve,
All 4.0 Griff's Chim's and Most V8'S had these
Also the late 1990 and later 400SE had these also.
The badge does not mean much as could have been stuck on at any time.
Also GEMS plenum's are square and black not curved like yours.
What year is your 390SE as I know they made some late ones and there was a cross over where they was selling 390SE's and 400SE's also knowing TVR if the body was sitting for a while it could be the orignal engine.
Car was fitted with a new engine in 2000 at the factory and has only done 9k miles since with all corresponding MOT certs etc.
Needs some tidying a new intake set up and air filter but generally runs well.
I was considdering fitting an uprated fuel pressure regulator (rate of rise) do you know if this mod is worth while.
Regards Paul
Needs some tidying a new intake set up and air filter but generally runs well.
I was considdering fitting an uprated fuel pressure regulator (rate of rise) do you know if this mod is worth while.
Regards Paul
Only generally seen on late Big Bad Wedges & the early 4.3 litre Griffs & Chims.pault0007 said:
Car was fitted with a new engine in 2000 at the factory and has only done 9k miles since with all corresponding MOT certs etc.
Needs some tidying a new intake set up and air filter but generally runs well.
I was considering fitting an uprated fuel pressure regulator (rate of rise) do you know if this mod is worth while.
Regards Paul
Hi Paul,Needs some tidying a new intake set up and air filter but generally runs well.
I was considering fitting an uprated fuel pressure regulator (rate of rise) do you know if this mod is worth while.
Regards Paul
The Rising rate FPR's should only be fitted to flapper systems, the hot wire requires a fixed pressure.
you would need to get it on a RR to check the fuelling, and if needed get an adjustable FPR and set the pressure accordingly, depending on how bad it is, will decide if worth while, I think they can do this at the RR at wedgefest
Also seeing as a new engine was factory fitted in 2000 then a hotwire would be right.
p.s. Nice rocker covers been looking for some for ages.
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