See GenBoard/Manual/WBSensor for information.
There are many similar types. Often the difference is just the length of the cable.
- 0258007 all seem good. U-shape 2x3 pin Junior-Timer connector
- 0258007-113/114
- 0258007-063
Here is a link about the pinout of the WBO2 sensor with the little connector. Theese sensors used by MOTEC.
- [drawing for the "6066"] sensor that only differs from our standard type in the connector (straight, 1x6 instead of the U-shape 2x3). Colors match (Bosch was consistent)
LSU4.9 - with smaller connector
- 0 258 017 025 [bosch-motorsport datasheet]
- with connector 1 928 494 687 (physically same as NTK connector)
- different pinout than the tradition big-connector !!! see datasheet
- same as NTK? TODO: check
This (currently not used by us) sensor has smaller (but same "U" shape) connector.
Measurements seem to show that it requires
- significantly higher (twice?) wbo2_ri_target value compared to the traditional sensor.
- higher, appr 2.74mA (+ the current in the RCal) instead of 2.55mA Ip at free air.
- Maybe Bosch installed a bad RCal on the sensor that was measured ?
- Or the sensor was bad ? (it was new!)
- Or this is really different from the big-connector sensor ? The sensor datasheet doesn't seem to mention this.
- maybe behaviour is basically same in the interesting 0.65 .. 1.2 lambda range and only differs in free air. I haven't yet measured this.
If it's used, ever, it requires special care during configuration (since connector is different, this might not be that big problem).
Bosch LSU 4.9 vs. 4.2 (fex. '6066' sensor) indeed differs somewhat technically.
- Exhaust gas temp 930 C vs. 850 C deg (allowable continuous ? - datasheet does not give a clue).
- Heater supply / power; 7.5 V / 7.5 W vs. 9 V / 10 W
- Lambda measuring range from 0,65 vs. 0,70
Mini-LSU 4.9 sensor seems to be (temp etc. vise) similar to LSU 4.2.
Bosch has AWS_LSU 4.9 unit to connect/interface two Mini-LSU 4.9 sensors to CAN.
The connector housing itself is a problem. Only possible to buy from VW (part dealers). The MPT receptracles and small rubber seals shouldn't be a problem.
NTK JAPAN
- item number: VW AG 06e 906 265 F
google search (no success; maybe someone who speaks Japanese ?):
- VW AG 06E 906 265 F
- AG 06E 906 265
- Note that there is NO L1H1 text on this sensor - although otherwise it looks very similar
- ntk sensor 906 265 datasheet
pinout - THE big question
- 5 wires arranged in circle:
- pin1 (no wire, since only in connector) RCal
- pin2 white (guess from RCal measurement: pump+). Guess from stoich measurement: pump-
- pin3 yellow heater (3.8 Ohm at 25C)
- pin4 grey (pump+ ?) pin4 is the only signal with apparently no connection to pin5 (when sensor heated, in the exhaust, engine running)
- pin5 blue heater (3.8 Ohm at 25C)
- pin6 black (strong guess: nernst)
The nernst and pump- would be the question. Seems to be reverse of the above:(pin6 black pump- ; pin4 grey nernst) but it doesn't seem to behave perfectly.
- 467 Ohm between pin1 (RCal) and pin2 (pump+ ???). 240 Ohm in the new sensor (we received another for test. And than a few dozens in stock because of an ordering mistake ;-)
- note that the LSU4 range is 33 Ohm .. 330 Ohm or so (although this would be no big problem)
- pin1 doesn't seem to have low-owm connection to anything else
- We made some measurements, NTK sensor mounted in the exhaust, engine idling. After some problems in the measuring setup, we measured U(pin6)-U(pin2)=0.5V. Didn't significantly increase with rich fueling, but became unstable (sometimes -0.1 V or so!). If pin2 is pump- (sensor virtual ground), than why is it connected to pin1 through RCal ?
- it was sensitive to heating. 22 Ohm in series was kindof OK (14.5V supply), 22/3 Ohm overheats it (not to fail, but U(pin6)-U(pin2) drops to 0V.
PINOUT: This link should give L1H1 pinout: http://techedge.com.au/vehicle/wbo2/wbsumi.htm