AGU to AMK differences Drive by wire conversion

Can anyone confirm that i can do this to my agu using all AUM hardware? Got the lot on offer

Thanks in advance

 

OE mounting point for the EGT sensor is in the turbine housing pre-turbine. Though for ease you could mount it in the manifold collector.

 

M3.8.3 1J Golf AGU ECU vs ME7.5 8L S3 AMK ECU

Here is a quick table to summarise the differences off the top of my head. We can add more to this if required.
I have direct access to both types of car if any further information is required.

AGU ECU AMK ECU Type M3.8.3 ME 7.5.5 Application VW 1J Golf MK4 Audi 8L S3 Part number 06A906018CG 8N0906018J Diagnostics, Comms protocals and emission compliance KWP1281 EU ST2 KWP2000 EOBD ST3 Chip type 200BB 400BB Read/write via diagnostic J1962 connector Write only Read/Write Inputs Air flow sensor HFM 5 square plug HFM 5 round plug large housing Crank trigger G28 VR ver1 G28 VR ver 2 (pin out different to ver 1) Cylinder recognition trigger G40 Hall G40 Hall Air temp sensor G42 2pin Yes post throttle G42 2pin Yes post throttle Engine coolant and temp gauge sensor G62/2 square 4pin type G62/2 round 4pin type Feed gas lambda sensor B1S1 Binary 4 wire sensor Planer 5 wire Catalyst Monitor Sensor B1S2 No. Pre EOBD so N/A Yes required for EOBD CMS monitoring Throttle body Module Cable operated VDO Adaptive idle control with TPS Bosch E - Throttle w/ integral TPS Boost Control Boost a function of airflow w/N75 Boost a function of pressure ratio w/N75 Driver demand Pedal connected to throttle cam via cable E gas pedal signal to PCM torque coordination, Knock Sensor ver 1 ver 2 EGT Modelled Reference Sensor pre turbo Outputs Injectors EV1 EV6/EV12 Coil packs Non Amplified Amplified Ignitors 4 channel system to COP Integral with COP Intake VVT for part load FE and emissions aftertreatment No Yes Evaporative purge canistor Yes TEV? Yes TEV2 Cluster messages Yes Yes Fan control No Yes Secondary Air Control for Cat heating Yes Yes Torque broacasting No Yes to Haldex, ABS module

 

An AMK doesn't have sai pump.

 

You can use any really.

 

lovely thanks!

 

Pick up ECU # 06A906032HJ/HN for your stuff plus the rest of support components similar to what Nathan as to get for his engine.
Or get your MBE992 connected!

 

I can see why Nut20v is going with this as his 20v will be pushing big power, but I think its hardly cost effective for myself and potentially others that have almost finished there conversions using AGU management.

The annoying bit now is finding a competent mapper to custom code an AGU in a mk2. I'm sure plenty will do it in a mk4 but less likely to find someone that will touch a mk2 20v ..

Does anybody have any suggestions as I really don't want it mapped without a rolling road session.

Also does the ecu need a feed from the can bus hi/lo aswell as the k line and the positive/negative to map it?

 

Big power is not a problem with any ECU. They get big power out of VR6 M3.8.1 and VR5 10v M3.8.5 ECUs and those do not even have a boost function!
The problem with these is the early 1.8T M3.8.3 ECUs, use a PLCC44 eprom that needs to be socketed like a Aug 95 onward VR6 021906256 ECU. Some of the later 3.8.3 ECUs, ending with 018CG or CJ, are flashable but not readable unless the flash chip is removed and read in a programmer, with the right 200BB adaptor. Also without an emulator the mapping process is pretty time consuming. That is on perfect hardware, you have the hardware and connections not being done right many times, adding to frustration in delivering the calibration.
Wide open dyno type mapping is one thing then there is all the part load stuff to refine as well. That can only be done on the road.

Try Jabba or Stealth.

No, that is just for crash and ABS messages to and from the Cluster. All of these can be turned off in the engine calibration,if the mapper has a well defined definition file.

 

Does the loom need the both lambda's?

 

The main one you need is the feedgas or wideband sensor (B1S1).
You will not have the need for a catalyst so the CMS can be deleted. Bill will know what to do with the software to take care of this hardware omission.

 

Great dont have to have an extra boss welded the down pipe now

 

Come to another problem on the loom the N249 Turbocharger divert air valve it seems to control a lot of vacuums can this be deleted out or is it needed here is a picture

 

The whole N249 valve, vacuum tank and one way valves can be deleted, especially as your car is not a S3/TT/LCR on a stock wee biddy K04 huffer. Bill will know what to do in the software to switch off the ECU driver that actuates that solenoid without and also stop the fault code associated with it.

 

But until Bill does code out the N249 then have it electrically plugged in but you can bypass it out of the vacuum system.

 

I dont have one to plug in and dont want to buy one so it wont stop it running then its being run in on bills dyno so he can do all that when its there.

 

rig up the vacuum to the recirc from the turbo compressor or manifold and when at Bill he can tweak the file to get around the lack of hardware problem.

 

Ah, that solves that then. I thought you were running it in on the road then driving down to Bill's.

 

EGT probe fitted in the collector

 

You must be getting closer to getting this beast mapped now!