note: professional harness being made for audi V8 engine, and many other V8 as well), write "audi V8" in the order comment when ordering [v3-harness]
This was the race car the Hungarian autocross champion in 2007.
Audi V8 (from an S4) powered small 1-seat autocross racecar.
Owner thought 350 HP is possible, but with the small factory injectors the limit seems to be appr 320 HP. Anyway, 300 HP should be easy
- engine is mounted behind the driver
- the whole "car" is appr 800 kg
- It's 4 wheel driven.
- there is a 4wd tranny behind the engine, apparently NOT an audi quattro torsen transmission, but some other simpler device mounted with an adapter plate (that also acts as solid engine mount, no dampening)
- acts like if the central differential was locked (?)
- the rear wheels are driven by the original front-shafts
- the front wheels are driven by the original rear-shaft: there is a gear in the back and a cardan-shaft to get the power to the front-differential
There is no idle-air control electronics in this car.
There is a battery-break switch. The battery-break switch MUST NOT BE SWITCHED OFF WHILE THE ALTERNATOR IS OPERATING (alternator might kick up to 50..100V damaging the ECU. Some alternators are more dangerous than others)
- we installed a 18V transient diode (found in GenBoard/VerThree/RescueKit):
- stripe-marked cathode to EC36pin25 (+12V the genboard-end of the 1A fuse!)
- unmarked anode to EC36pin26 GND (which is also connected to 4 other GND5 power-grounds just 10 cm away)
This (together with the similar transient diode inside the ECU) might give _SOME_ chance for the ECU to survive if the break switch is switched off while engine is running. This is only allowed after an accident anyway, hopefully will never be tried.
Besides the transient diode some installers install an alternator-switch that can disable the alternator (usually the alternator exciting). If the stupid inspectors insist on switching off the battery break switch while the engine is running, driver should disable alternator before this stupid operation.
This ECU was ordered with some nonstandard features. (some historical unfortunate setup from an installer from old times when he assembled his ECUs from genboard mainboards himself). Most notably the stepper chip is missing. The stepper pins are used for analog inputs and RS232.
- EC18pin5 (the output of the PC: USB-RS232 adapter cable pin measured -6.5V when disconnected)
- EC18pin14 (the output of the VEMS ecu: VEMS pin measured -8.6V when disconnected)
- nonstandard EGT (placed where the rs232 is found in standard devices). Note that (because not using the original compensational cable) the temperature difference: T(VEMS_mainboard - T(EGT sensor cable end) appears in the reading as reproducible measurement error. Much better solution to request with endplate mounted panel-mount EGT connector (just request in order note).