Hey David,

 No I'm talking about the ECU main engine harness... 27 wires. We have
 7 that need to be connected to the van side. How many are on the R-TDI
 going into the ECU?

 Jim Akiba

> On 1/11/08, David Marshall <mailinglist@fastforward.ca> wrote:
> > Jim and list
> > To connect a TDI harness to the vangon would result in connecting the
> > following:
> >
> > Necessary to have a running engine that will tell the user if something is
> > wrong oil and water wise:
> > 1  12V always on
> > 1  12V on when key is on
> > 1  12V when starter is on
> > 1  Ground
> > 1  Plug for accelerator pedal (group of five wires)
> > 2  Oil pressure wires
> > 1  Water temp
> > -----------------------------------
> > 8  connections - 13 wires
> >
> > Really everything is plugged into the round connector in the engine bay and
> > a cable to the front that plugs into the accelerator
> >
> > If you want cruise control
> > 1  Bake pedal
> > 1  Clutch Pedal
> > 1  VSS from speedometer
> > -----------------------------------
> > 3  connections - 3 wires
> >
> > If you want to see the MIL and GIL it would be two more wires to the
> > instrument cluster.  Tach is another wire... really can't think of much
> > else.
> >
> > Really the wire harness isn't going to be an issue.  I assume you know what
> > you are doing and you would had the customer a completed wiring harness that
> > they just plug in.  Can't see why there would be any more connections than
> > the TDI.
> >
> > David Marshall
> >
> > http://www.hasenwerk.ca
> > http://www.fastforward.ca
> >
> > Box 4153, Quesnel BC, Canada V2J 3J2
> >
> > On Fri, January 11, 2008 14:49, Jim Akiba wrote:
> > > Wow someone brings up complexity.. good good. No you're absolutely
> > > right adding more thing increases risk and increases the chances of
> > > failure. However the zetec conversion itself is so simple, that adding
> > > what we need to offer outstanding power to weight and great power
> > > levels STILL keeps things simpler than what's out there. That's the
> > > arguement for having both power adders. The turbo is more efficient,
> > > but comes at the cost of simplicity.. there is another cooling system
> > > for the intercooler, and there is more intake plumbing, and there is
> > > an oil feed and return. The supercharger on the other hand while not
> > > offering the same output levels of efficiency of the turbo, still
> > > offers great torque in the low end because it's a positive
> > > displacement blower, and doesn't have any additional oil lines intake
> > > plumbing etc.. just an extra idler and longer belt, both still widely
> > > available.
> > >
> > > We only have 27 wires in the main harness for either implementation,
> > > how many in the R-TDI? Scott how many in the subies?
> > >
> > > Jim Akiba
> > >
> > >
> > >
> > > On 1/11/08, David Marshall <mailinglist@fastforward.ca> wrote:
> > >> So let me get this straight...
> > >
> > >> Adding things to make an engine more complex isn't upping the odds that
> > >> something is going to fail because to have more stuff to fail? Cool!
> > >
>