На немцком правда...
З.Ы. Вот еще изыскания одного товарисча с вортекс форума:
If you want to have a more adaptable fuel injection system with the VR6 Corrado you have a few choices. You can chip the existing ODB-I ECM and this will adapt the static ignition and fuel curves but they still have the limited overall range. The Bosch Motronic system used in our cars is Motronic M2.9 for the distributor cars and Motronic M2.9.1 for the coil-pack cars. Both of these ECU's are essentially the same except for the coil & distributor in one and the coil pack in the other. You can also run a stand-alone system but these are expensive but they do work if you know what you are doing. A third option is to swap to OBD-II which uses Motronic M5.9 for the early cars and the later ones switched to Motronic M5.9.2 later on. I'm not sure when the switch was but the M5.9.2 also includes a CAN network which os kind of cool. As the Bentley manual states the Motronic M5.9 is very similar to Motronic M2.9.X except it has greatly enhanced diagnostics, monitoring, and adaptability. I'm not sure of the total price of the swap but I'm sure it is going to be cheaper than a stand-alone system. All cars sold in North America in 1996 and on must have ODB-II in it to be road legal unless it is specially imported. There is an easy way to identify the OBD-I ECM from the OBD-II ECM and this is done by using the VW part numbers on the case. For example, an OBD-I part number may be something like ‘021 906 258 BA’ which is the ECM in my 1994 VR6 coil-pack car and one from a OBD-II car would be like ‘021 906 259 K’. The part numbers that are formed XXX XXX 258 X are OBD-I and the part numbers that are formed XXX XXX 259 X are ODB-II.
There are three VR6 ECM’s listed for the ODB-II cars and they are:
1996 - 021 906 259 K
1997 - 021 906 259 K and 021 906 259 AA
1998 - 021 906 259 N
1999 - 021 906 259 N
I have been told the ECM’s operate in the same fashion and no ECM is better than the other but the chips are different so if you want to chip it out it will make a difference but otherwise just grab what you can.
The fuel injection system processes inputs and then uses these values to control output devices. The input sensors are: Camshaft Position Sensor, Mass Air Flow Sensor (MAF), Crank Angle Sensor, Throttle Switch, Knock Sensors, O2 Sensor, Air Intake Temp Sensor (AIT), Engine Temp Sensor. The ECM (Electronic Control Module) used the values of these to control: Fuel Pump, Injectors, Coil, Throttle Actuator Control Module (TACM), Evaporative Purge Valve, Leak Diagnostic Pump, and the Check Engine Light (CEL).
For basic fuel metering the ECM uses engine speed & crank position from the Crank Angle Sensor and it also uses the MAF for an engine load signal. For sequential timing & fuel injection it uses the Crank Angle Sensor and the Camshaft Position Sensor to identify cylinder #1 then uses knock control to fine tune it. The AIT sensor is used for corrective measures on the ignition timing and for idle stabilization.
As you may have noticed I have not mentioned a throttle body or an ISV because that is now known as a Throttle Actuator Control Module (TACM). The TACM now has four functions consisting of three inputs and one output. It has a throttle angle sensor which acts like a throttle position sensor that tells the ECM how much you are stepping on it. The TACM also contains a throttle switch to tell the ECM when the throttle is closed and it also has a Throttle Position Feedback Sensor which tells the ECM of the position of the electric motor that controls the idle kind of like an ISV. Using these signals the car in turn can also shut off the fuel when you are coasting downhill or idling. Another difference is the use of two O2 sensors, the front one mounted before the cat is used to signal combustion efficiency and the one mounted behind the cat is used to signal the catalytic converters efficiency.
Here's the list of the OBD-II parts that I have compiled so far:
- 2 O2 sensors (Need to be changed)
- 2 knock sensors (Same)
- Cam Position Sensor (Same - Must be M2.9.1, different after / in 1997)
- Crank Angle Sensor (Different)
- Crank trigger wheel (Same)
- Brown 4 pin coolant sensor (Same)
- Yellow 4 pin coolant sensor (Same)
- Blue 2 pin ECM temp sensor (Same)
- MAF (Different)
- Air Pump (Different)
- Combi-Valve (Different)
- Air Pump Valve (Same)
- Purge Valve (Different)
- Upper Intake (Must Change)
- Lower Intake Manifold (May be the same)
- IAT sensor (Same)
- Injectors (Same)
- Coil Pack (Different)
- Leak Detection Pump (Need to get)
- Engine Harness from ODB-II car (Need to get)
- EGR (Remove, need left exhaust manifold or plug)
I think that is about it, the parts marked different have different part numbers that don't group up but the old parts may still work. Don't know yet as I haven't researched that far as of yet. The wiring seems to be ‘plug and play’ as long as you are using a harness from a A3 VR6, the VR6 Passat harness is a bit longer so it needs to be shortened or tied back.
So that is where it sits right now, I have to find out what parts I can still use even thought they have different part numbers. Anything that is marked different is supposed to work but I have to confirm this still so don’t go out and grab the parts right away. I have a few different lines on parts right now so I have to begin researching this whenever I have time. If you have done this swap and can confirm I don’t need to swap the parts marked ‘different’ that would be great.
That’s it for now, more to come later.
Cheers, Dennis
2,8 l - Einspritzmotor - Motronic/128 kW Motorkennbuchstaben AAA,
ab Oktober 1991
https://vwts.ru/engine/aaa/2_8_l_einspritzm...hstaben_aaa.pdf
