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PostPosted: Sat Jan 12, 2013 9:56 pm 
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Mat, send me the exact details of your car and I'll have a look on the Microcat, Land Rover parts CD for an exact match. My LSE, with a 14CUX engine, uses 0-1v, which I have always assumed were Zirconia but the P38 GEMS engine uses 5-0v Titania lambda sensors. Just to confuse matters even more, the later Thor engine with a Bosch ECU uses 0-1v Zirconia sensors. I can't see how you would have one type on a 14CUX engine in a Range Rover Classic and a different one on the same engine in a Disco.

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PostPosted: Sat Jan 12, 2013 10:34 pm 
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http://en.wikipedia.org/wiki/Oxygen_sensor

an interesting read. If that is the type of sensor then it would explain the lambda readings.

First step is to confirm what type of sensors are actualy fitted and then go from there.

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PostPosted: Sat Jan 12, 2013 10:41 pm 
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Gilbertd wrote:
Mat, send me the exact details of your car

PM sent :)

I suppose I could just pull off an air pipe when running (to make it lean) and see whether the voltage goes to 0 or 1 V, but armchair diagnostics is much warmer!

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PostPosted: Sat Jan 12, 2013 10:51 pm 
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If it is that type of sensor it does not work like that. Rather than producing a variable voltage it gives a variable resistance. If that is the case having the lambda wires for the AEB ECU connected could be causing problems.

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PostPosted: Sat Jan 12, 2013 11:00 pm 
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I see what you mean, what I was meaning is what happens to the voltage across that variable resistance. Surely it must be a known issue though, as there are a lot of Land Rover V8s on gas! Although maybe not that many 14CUX systems with multipoint injection?

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PostPosted: Sat Jan 12, 2013 11:08 pm 
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Almost all 3.9/14CUX use three-wire sensors with a round connector.
But alledgedly (I've never seen one) the last few used 4-wire GEMS type sensors with a rectangular connector.
Count yer wires.

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PostPosted: Sat Jan 12, 2013 11:38 pm 
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Definitely 3, in a round white connector. Ah, now I think of it I remember seeing that one of the wires had been spliced into in the vicinity of the connector, although the previous JH system was spliced in under the dash. It may be the remains of an even earlier system?

Anyway, if that joint is higher resistance than the wiring for the other bank, that could explain the difference in trims. Assuming that's significant compared with the resistance range of the sensor.

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PostPosted: Sun Jan 13, 2013 5:05 pm 
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Internal jiggery-pokery goes on inside 3-wire Titania to make them output more like Zirconia, discussed here
http://www.tomco-inc.com/Tech_Tips/ttt20.pdf
I'd take their explanation with a pinch of salt, but the upshot is they will only work correctly if both connected to a heater supply and output is loaded by the expected ECU.
Adding a tap for an AEB gas ECU in standard 0-1v mode should not appreciably change the loading - but a 5v selection could.

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