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Subpage of MembersPage/MarcellGal/PowerAndTraction, the implementation of PlugAndPlayMotronic on Audi 200 quattro 20V turbo The differences between * AAN ** we had a miswiring delay from a circulating xls that swapped ignition control lines for cyl1 and cyl3. Took some time to find out, but was very easy to fix in configuration. In fact, on AAN, spark control (logiclevel ignition outputs go there) cyl1 is motronic55pin1 and cyl3 is motronic55pin23. Maybe there is a difference between AAN and ABY with these pins ? ** in the AAN, sensor GND was motronic55pin30, VR-trigger GND was motronic55pin48 (for both primarytrigger 135 tooth and secondary trigger crankhome-VR) * 3B * custom harness based on Econoseal-36 + Econoseal-18 ** or small adapter from EC-xx to AAN or 3B is trivial. If one can make either, he can make any other work. However, there are a few details about the car that would be nice to have in the PNP install. Anyone aware how the motronic55 ECU notifies the * fuel-consumption display * and the boost data display in the Audi 100/200/S4 ? Likely the same in the 80/90 chassis. MembersPage/DaveHartnell might know after 2007-03-12, when his factory manual set with extensive wiring info should arrive. - The manual shows that a potentiometer<variable resistor> described as a fuel consumption sensor in the Fuel distribution head/flow meter measures the position of the plate, just like a TPS. IT's a 3 wire sensor that connects directly to the gauge for its power, ground and signal The gauge cluster has some adjustment for fuel consumption trim between 0 and 15% is described in the manual using some switches or a resistor on the cluster itself. I can take measurements of the Sensor with the throttle plate closed, at idle and at WOT if they are useful. '''Speculation and experience''' MembersPage/EmilLarsson knows the bmw's do some strange calcs inside cluster, for fuel consumption: the gauge starts moving when hooking up tachometer. MembersPage/SamiKorhonen : some guy used 0-5V signal what his old KE-jetronics MAF gave to his computer. In fact the tach signal, and a 0..5V signal should be all that is needed. We just have to find out where the 0..5V signal connects, if it's MAF or MAP signal, and if it works like we think ;-) ---- '''CLT and MAT''' on an Audi AAN (20VT) engine Measuring against motronic pin 30 (sensor GND, mislabelled in our s2central doc), our DVM can see the CLT (pin45) and MAT (pin44) sensors from the motronic55 connector. Since the sensors are grounded through ECU, using other ground pin for measurement will not see the sensors. CLT (coolant) is measured at a few points * '''rear end of the cylinder head => sensor for the ECU''' * water manifold sensor with 2 blade connectors * water manifold, other sensor (AMP type ? should look around in photos, hard to see after mounting. Maybe a small camera ?) * coolant radiator bottom => this switches fan, not related to ECU * we also see a (likely temp) sensor (with 2pin AMP connector) in a thick (appr 30mm) tube, probably hot coolant for cabin heating system It is strongly recommended to '''use lower MAT pullup resistor value''' than the factory 2k7. I used 1/(1/2700 + 1/510)=429 Ohm (430 Ohm would be perfect as well. If your ECU is clamped, you can change by removing endplate only, or use an 510 Ohm pullup to 5V outside that becomes effective 429 Ohm together with the internal pullup, as the above calculation suggests). This "stronger pullup" gives appr 2x as good resolution. I uploaded my PTC MAT sensor calibration to EasyTherm/SensorTable
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