Wait a sec... you just counted and labeled your van interconnect wires
for us all in a nice table... if it's a thousand wires that's
insanity, if it's none that's also insanity, it has to fall in there
somewhere... How many go to the ECU from the main harness?

Jim Akiba

On 1/12/08, David Marshall <mailinglist@fastforward.ca> wrote:
> Why does it matter how many go to the ECU?
>
> David Marshall
>
> http://www.hasenwerk.ca
> http://www.fastforward.ca
>
> Box 4153, Quesnel BC, Canada V2J 3J2
>
> On Fri, January 11, 2008 16:10, Jim Akiba wrote:
> > 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!
> >> >
> >