This is not a do-it-yourself guide to repair the Magneti Marelli Electronic Throttle Module but it is a project I worked on to see
if I could adapt an off-the-shelf throttle position sensor to this particular ETM. The project may be of interest to anyone interested in learning more about this ETM. The ETM is a crucial safety component so a home DIY fix like this is certainly not recommended, I would recommend going to the dealer or Xemodex if youre having any issues with this ETM.
Figure 1 Vishay Throttle Position Sensor prior to modification for Magneti Marelli retrofit. With some modification (cut off the mounting flange) this sensor fits well in the center area of the ETM end plate.
Figure 2 Completed Magneti Marelli Vishay Retrofit
Figure 3 All work is done without disassembly of ETM. End plates are modified some to accept new sensor and wiring. If anyone has attempted to disassemble one of these ETMs youll know why its a big benefit not to have to do disassembly.
Figure 4 Vishay sensor wires are soldered and covered in epoxy.
Figure 5 New sensor does add some width to end plate dimensions.
Figure 6 Vishay sensor housing is cut and shaped to fit center opening of end plate. Magnet is removed from original Vishay sensor housing/holder and directly installed on end of throttle plate shaft. Aligning and reliably attaching magnet to the shaft end was the biggest challenge in this project. Small magnet size of the Vishay sensor was one of the primary reasons to go with this sensor.
Figure 7. Air gap between magnet and sensor IC is adjusted by filing sensor outer housing.
Figure 8 Sensor wiring soldered to exposed contact areas of end plate. No disassembly of ETM is required with this method. Output signal is also routed to other side, which replaces the second sensor output. Note cut in end plate contacts just above the soldered wires; the cut disconnects signal, power and ground from original sensor.
Figure 9 Throttle position signal is required for both sides. Originally, ETM has two sensors for redundancy and safety. New (and single) sensor output signal is supplied to both sides.
Figure 10 Wire from new sensor is brought across ETM body.
Figure 11 Retaining bracket was made to hold sensor in place. Silicone is also used for sensor adhesion and sealant once voltage adjustments are completed. Wires are protected with high temp split wire loom.
Figure 12 High temp epoxy is used for protection once wires are soldered to exposed contact area.
Page 43 provides the best information Ive found on the different ETM failure modes and the associated emergency running modes with the Bosch Motronic system. Volvo emergency running modes may be different then whats in the Audi link referenced but the Motronic system is similar. http://www.ibiblio.org/tkan/audi/2.7Biturbo-SelfStudy.pdf
