What I was trying to say there was that I unhooked the 2 pin connector
but bridged the low pressure switch wire ends between the two connectors
so just it was still connected. This was to give me exposed wire so I
could put my test meter to it more easily and safely with the engine
running.

Lots of people who have done an engine conversion permanently ground the
high pressure switch wire so it acts like it always sees pressure even
with the engine stopped. This is because many non-VW engines only have 1
pressure switch. Grounding the wire that used to go to the second switch
is a common way to deal with this, though not my preferred way. This
demonstrates that their L-boards don't mind this constant shorted to
ground state for the 2nd pressure switch wire. Now I wonder if the
L-board came in different versions in various 2.1 years?

Mark

David Beierl wrote:
> Hi Mark
> At 02:11 AM 12/3/2010, mark drillock wrote:
>> Curious as to what was going on I unplugged the 2 pin again and bridged
>> the in and out ends of the low switch wire with a test jumper so I could
>> measure the voltage on the wire with the meter. NOW the light stops
>> blinking when the engine starts and resumes blinking if I stop the
>> engine by pulling the coil wire! WORKS normally.
>
> Is this exactly correct? I.e. with the low-pressure sender jumpered
> (fault condition if engine running) the light nonetheless goes out
> when engine is started? I'm guessing you didn't mean that.
>
> I'm sure you've already thought of this, but check to see whether the
> high-pressure sender has failed short. It may be that the L-board
> logic recognizes that as a fault condition, which of course it is --
> that sender should be open at zero rpm. After I wake up again I'll
> check to see how mine behaves with that sender grounded.
>
> Yrs,
> d
>