MembersPage/MarcellGal/PowerAndTraction/PnpHarness (2007-04-29 10:25:54)

Subpage of MembersPage/MarcellGal/PowerAndTraction, the implementation of PlugAndPlayMotronic on Audi 200 quattro 20V turbo

We used 6+2 style ignition output (6 power IGBT-s + 2 logiclevel ignouts) for all PNP ECUs (and econoseal ECU-s made for PNP-adapters for these 10VT/20VT enginse) so far. This way, using the 4 stepper outputs, there is a quick migration between using

2+6 might also make sense (2 lines to clamp instead of 3) if one is certain he'll use logiclevel coils/modules (the ones factory setup, or other) later as well.

The differences between

is trivial. If one can make either, he can make any other work.

However, there are a few details about the car that would be nice to have in the PNP install.

The tach freq-signal (AANpin40, 3Bpin6) to drive the factory cockpit tachometer gauge is simple:

Anyone aware how the motronic55 ECU notifies the

in the Audi 100/200/S4 ? Likely the same in the 80/90 chassis.

MembersPage/DaveHartnell might know after 2007-03-12, when his factory manual set with extensive wiring info should arrive.

- The manual shows that a potentiometer<variable resistor> described as a fuel consumption sensor in the Fuel distribution head/flow meter measures the position of the plate, just like a TPS. IT's a 3 wire sensor that connects directly to the gauge for its power, ground and signal

The gauge cluster has some adjustment for fuel consumption trim between 0 and 15% is described in the manual using some switches or a resistor on the cluster itself.

I can take measurements of the Sensor with the throttle plate closed, at idle and at WOT if they are useful.

Speculation and experience

MembersPage/EmilLarsson knows the bmw's do some strange calcs inside cluster, for fuel consumption: the gauge starts moving when hooking up tachometer.

MembersPage/SamiKorhonen : some guy used 0-5V signal what his old KE-jetronics MAF gave to his computer.

In fact the tach signal, and a 0..5V signal should be all that is needed. We just have to find out where the 0..5V signal connects, if it's MAF or MAP signal, and if it works like we think ;-)


CLT and MAT on an Audi AAN (20VT) engine

Measuring against motronic pin 30 (sensor GND, mislabelled in our s2central doc), our DVM can see the CLT (pin45) and MAT (pin44) sensors from the motronic55 connector. Since the sensors are grounded through ECU, using other ground pin for measurement will not see the sensors.

CLT (coolant) is measured at a few points

It is strongly recommended to use lower MAT pullup resistor value than the factory 2k7. I used 1/(1/2700 + 1/510)=429 Ohm (430 Ohm would be perfect as well. If your ECU is clamped, you can change by removing endplate only, or use an 510 Ohm pullup to 5V outside that becomes effective 429 Ohm together with the internal pullup, as the above calculation suggests). This "stronger pullup" gives appr 2x as good resolution. I uploaded my PTC MAT sensor calibration to EasyTherm/SensorTable