1995 VW Golf VR6 turbo
16VT’s involvement: Spec’ed
the engine and turbo hardware; wired in Megasquirt
ECU in a plug and play fashion and calibrated
fuel, ignition and idle; installed HKS EVC for boost control.
Chassis: FK springs
and dampers, No-brand 17x7.5” wheels;
Forced induction: Holset HX40, Audi external wastegate with stock spring,
EIP-style split-pulse exhaust manifold, aftermarket 2.5" FMIC,
3” downpipe,
60mm intercooler piping, HKS EBC, HKS blow off valve, 1.0+ bar of boost.
Engine: 2792cc, AAA engine
code, 12 valve, free-flow filter & exhaust, C2 spacer to
lower CR to 8.5
Injection: Port
injection, 440cc/min Delphi HighZ
injectors, Motronic
ECU, 60-2 trigger wheel, variable reluctance crank
sensor, PWM 2-wire bosch
idle valve, Bosch coolant
and GM intake temp sensors, coilpack
with integrated
module driving 3 coils in wastespark
mode
Description: The
objective of this install was to use the original wiring loom. To do
this, an
old 68 pin ECU was cannibalised and turned into an adapter. The MS was
installed inside the car, with wires running to the 'ECU' box. All the
original
sensors and actuators were used. Shielded wires were used for the VR
sensor.
MS
v3 internal mods
included using the CPU outputs directly to drive the VAG ignition
module (+5V to
trigger
coil), with a 330ohm resistor placed inline to limit current drawn from
CPU. A
TIP122 was installed to PWM control the 4 ohm idle stability valve.
Bias
resistors were replaced with 2.2k 1% ones to suit Bosch sensors.
To
make the install compatible
with the VAG relays, the following was done:
- A relay was used
to ground
T68/9 when ignition was switched on. Grounding T68/9 allows the ECU
relay to
come on and feed the injectors, ISV and megasquirt
through T68/23.
- Attempts were made
to ground
T68/28 in order to enable the O2 sensor relay, but these were not
successful
and the O2 sensor heater was abandoned early on.
Pin configuration:
MS GROUNDS (8,9,10,11)
go to T68/1, T68/7, T68/55, T68/56, T68/58
MS
SENSOR GROUND (19) goes to
T68/33
MS
MAT (20) goes to T68/36
MS
CLT (21) goes to T68/14
MS
TPS SIGNAL (22) goes to T68/40
MS
O2 SENSOR SIGNAL (23) goes to
T68/20
MS
TACH IN aka VR+ (24) goes to
T68/67
MS
VR- (7) goes to T68/68
MS
TPS Vref
(26) goes to T68/41
MS
coil A
(36) goes to T68/8
MS
coil B (25) goes to T68/52
MS
coil C (27) goes to T68/60
MS
+12V (28 )
goes to T68/23 through 5A fuse
MS
FIDLE (30) goes to T68/53
MS
INJ1 (32,33)
goes to T68/2, T68/4 and T68/25
MS
INJ2 (34,35)
goes to T68/3, T68/24 and T68/26
MS
FUEL PUMP (37) goes to T68/6
Options included:
MS
LAUNCH CONTROL on DB37- pin 3
MS
Ouput 2, JS3 - pin 4, SPR2,
driving Autometer shift-lite through TIP102 (white wire)
MS
Nitrous output JS1 on DB37- pin 5, SPR3, driving ZTX450 (green wire)
MS
BOOST control on DB37- pin 6
routed through T68/31 (hence to charcoal canister), unhooked
MS
Tacho
out DB37- pin 29 was fed to T68/22 to drive cluster using JS0 jumper
MS
SWITCHABLE MAPS on DB37 - pin 31
Crank signal was decoded using MSnS-E 029a. 60-2 wheel, with 14th (15th if 0 and 1 are the missing teeth) tooth at TDC. Trigger angle 60*. Trigger position A was 5, Trig pos B 25, Trig pos C 45, Trig return pos A 14, Trig return pos B 34, Trig return pos C 54. Spark output was INVERTED since the VW module goes from 0 to 5V when it wants to trigger the coil. Using 3ms on the MS for now.
HX40 vs 60 trim T04/T03 Garrett
Garrett T04 manifold adapter
