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Date:         Fri, 11 Jan 2008 21:53:15 -0800
Reply-To:     David Marshall <mailinglist@FASTFORWARD.CA>
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         David Marshall <mailinglist@FASTFORWARD.CA>
Subject:      Re: 1985 Vanagon - Ford Focus Engine alternative
Comments: To: Jim Akiba <jakiba@bostig.com>
In-Reply-To:  <ac1f198b0801111610k4a146ce6k411cf311a9e8f48d@mail.gmail.com>
Content-Type: text/plain; charset="iso-8859-1"

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! >> > >


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