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Summary of change:
Subpage of GenBoard/Manual/MainWiringDiagrams If you purchased v3harness relay part in 2010, please check the inj,ign and WBO2 fuse in the schematic: to '''fully unpower the harness''' (eg when repairing), do one (or more) of the following (with engine off, and ignition off, of course): * disconnect battery * or '''disconnect the relay part from the harness''' (unplug the 10pin econoseal wire-wire connector - usually in the cabin) * or remove the inj, ign and WBO2 fuses The need for this extra step is admittedly unfortunate (it is much better if "ignition off" by itself unpowers the whole harness) as it used to be earlier. These design changes were applied by the harness manufacturer without notifying VEMS team (bad!). The wiring can be altered if desired so the injfuse and WBO2 fuse gets power from the "power relay" (aka "main relay" or "forele"), and the ignition fuses should preferrably get power via a separate relay (the "NC" relay) if possible. Earlier, high current went through the main "power relay". See [http://savarturbo.se/~mattias/temp/diagram.jpg the schematic top left] See below for an even better scheme: ---- New plans for 2011: '''Smaller relay-part...''' (also make sure improved power-ing scheme) Planning a new power-relay concept anyway, to use the nicer small denso 30A relays * from the '''main relay power''' these: ** ECU (3A fuse) ** WBO2 (5A fuse) ** injector+ ** and the '''solenoid+ of the other relays !!!'''. * 30A small denso relay for the ignition-coils * 30A small denso relay for fuelpump * 30A small denso relay for nc(extra) * 40A traditional relay for the coolant fan That is 5 relays total (4*30A and 1*40A). The switched side + of all relays gets node30 (always powered +12V), so the total current does not go through the main relay (but without the main relay the other relays will not switch on).
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