RW1

1992 VR6 is digital and should work. Sure the interface lead is OK????? Connected it correctly to the black & white 2 pin plugs? They do, post 1992, it's just knowing how to tweak VAG-COM to get into them :wink: .

billinjahg60: Or the switch hasn't been fitted quite correctly and so is not pushed open cicuit when hatch is closed to switch the boot light off. -------- Although here's another one. Car OK charging battery, battery OK on battery load test tool but put it on the car and switch the sidelights on, it's flat in just over an hour. Car in this condition only consumes 5 amps so the 44 amp hr battery should last 6 hours at least. Repeatable as well. Goes flat as a pancake to 8 volts evenly over the hour. Even when battery is charged off the car it still does it. The problem is the battery as second battery is OK but why the original battery does this has been driving the garage banana this afternoon. .

Bad weather this week showing battery is on last legs. But check the boot light with the hatch shut. Take parcel shelf out to see if it's on all the time. Switch is inside the lock clasp on the hatch and they sometimes stick on. Part No. 333 947 561 if you need to change it. .

:wink:

Search always helps.... :wink: http://www.the-corrado.net/.archive/forum/viewto ... 08&start=0

No relay. Fuse is No.21 15amps. So check fully home. It runs other things like boot light, illuminated passenger mirror, MFA. If not that, is the passenger door side OK, if so, take a look at the tightness of the screw holding the driver's door pin switch and the condition of the pin switch contacts/wires connected. .

Ignition key lock barrel key reader (Part No. 1H0 953 254E) resistance is 8 ohms between white and brown wires (pins 1 & 2). Allowing for DVM differences.... coil is in the right ball park. .

Wait until you get a hornet in there!! Dried leaves or fragments of whats left after they've had a bashing. Either in the fan itself (hornets) or rattling arround the ends of the system ducts such as the side window vents (mice). :lol: :lol: .

1995 = 56mph in unmodified form

UK? Early UK 45mph & 56mph for late. Tyres and wheels away from standard fit will influence these speeds a little. .

Try check for a loose brown/white wire over by the metering head. It should be connected to the forward corner driver's side of the rocker cover. Connects to a sensor there. If the wire touches earth, the fan will run-on as though the engine is hot. http://the-corrado.net/.archive/forum/viewtopic. ... highlight= .

http://the-corrado.net/.archive/forum/viewtopic. ... highlight= "Even cheaper, WD40 the three pin connection plug on the immobilser box, the plug that connects the coil cable out of the steering column. Known issue for all Oct'94 to June '95 C's plus all key immobilsed VWs 1995 - 97 unless modified with gold contacts. If not that, check the coil reader is in position correctly around the ignition barrel, they have been know to "slip" so that the key chip cannot be read." Reason for plugging back in is cos there is a micro-corrosion problem with 199 - 97 VWs and this key system. Plugging back in will "scratch the contacts to conduct and WD40 stops the oxidation. Has worked for 8 years on my C since last done. .

Erm...... ECU Reset = Total memory loss including fault codes. :wink: .

Even cheaper, WD40 the three pin connection plug on the immobilser box, the plug that connects the coil cable out of the steering column. Known issue for all Oct'94 to June '95 C's plus all key immobilsed VWs 1995 - 97 unless modified with gold contacts. If not that, check the coil reader is in position correctly around the ignition barrel, they have been know to "slip" so that the key chip cannot be read. .

Additional Fuse Relay positions Erm, it’s not quite like that on European Corrados…… Relay 13 – ABS Hydraulic pump relay (78 ) Relay 14 – ABS Relay (79) Relay 15 – Radiator Fan Run-on Control Unit (31) Relay 16 – Fuel Pumps Run-on Control Unit (9) Relay 17 – Heated Driver’s Seat Relay (59) Relay 18 - Heated Passenger Seat Relay (59) Relay 21 – ABS Hydraulic Pump Fuse Relay 22 – ABS Valves Fuse Different? ……. Of course, it’s a handcrafted car for a specific set of markets with separate requirements. The Scirocco & Cabriolet are the same. Therefore the Bentley (USA & Canada wiring standards) can only be used as a guide, not a bible. Now, the diagram with 4 banks of relays is generic. When the C’s were built, each year the electrical circuits were either incorporated into them or not. Either because they were options or circuits were changed. So, the elusive relay 14? Well yes it is fitted, but only to August 1991 to July 1993 Corrados fitted with an ABS option and non-VR6 cars at that. VR6 had a different electrical circuit as it got EDL (traction control with Teves04 braking). The relays (3 off) are up behind the glove box. Relay 15? No, not Aux Pump relay on a VR6, the fan controller with temp sensor in the thermostat housing for that on a VR6, the one that drives the coolant gauge in the dash. Plus the ignition key has a trigger to the circuit as Kev says. You need to look at the relevant wiring diagrams and for a certain year, the relay will appear in that wire circuit, not in the top fuse/relay panel busbar part of the diagram like relays 1 thro 12 if they are used. Most above in the list are for early Corrados upto about the end of production year July 1991. The diagram standards overlap, so for instance a 1990 G60 standard was built upto 1992 but a 1991 VR6 had a modernised revised circuit so will not have that relay 15 any more. So two Corrados built one behind the other on the Karmann lines, chassis number wise each Corrado was different electrically for some circuits, which you might expect to be common such as the cooling wire circuits. That’s why the upper two rows of the four on the fuse/relay panel are vacant or used depending on the age of the Corrado and what engine/options it had fitted. Therefore you cannot assume cos the Bentley shows relays, they should be there. The diagram has to be read in conjunction with the relevant year’s wiring diagram to determine whether it exists for a Corrado/engine fit made in that year. Then the Bentely diagram doesn’t apply anyway for the top two rows on European Corados :). .

If you now plug it back in coil plug back into the box, does the engine start OK? .

Eh? Fit a new one without knowing?? Plus if it is the camshaft sensor, the fault needs to be cleared before the engine will run properly again. Diagnose first. Analyse the result. Then apply corrective action!. :) .

The problem you will have with wiring it to the driver's door pin is that it will still "see" the passenger door opening. As both pin switches are used in the driver's door, you will need to piggy-back the wire onto the pin switch NOT used by the interior light. Both wires in their are brown with white stripe so you will need to diconnect each to find which is the light's wire. .

Yes --- Fuse 21 controls it. Has the rear spoiler, digital clock, cigarette lighter & interior lights on it generally but no starter unless you have an immobiliser on the car which may be using this power supply fused circuit. Not starter on this circuit but I'll give it a look later on to be sure (I doubt it though). Edit: No circuit link to the starter in USA or European circuits. Thats circuit is hte ignition switch only unless as before some sort of immobiliser alarm is fitted which uses fuse 21 supply as it's power. .

Tend to agree Supercharged/Dinkus. This failure has all the hallmarks of an ECU relay, marked "109" on the fuse/relay panel. A grey plastic cover type for this age of car and it a regular fault due to improper lacquering at the base leading to corrosion and cracking of the conductor strips on the inside of the base. As these grey plastic covered relays have a problem, I suggest that it is changed out for a new one. Part number is the same but it will be a black plastic covered unit – 357 906 381A. It on the second row above the fuses, 4th relay position from the driver’s door side. The MAF, Lambda & Engine Speed Sender all derive power from the Engine ECU or directly from this relay. So the ECU stored fault codes are indirect problems. Also, the injectors derive power via this relay direct and the "It stops pulling so fast that everyone is thrown against the seatbelts" is the fuel being totally cut off to the cylinders. The coolant leak sounds like it only occurs when the engine gets overheated on the radiator fans, so it’s only when the coolant pressure is at maximum. Explained by the times it does it and doesn’t. Top up with pure coolant (G12+) and look for witness marks (pink!) and look for any leaks when it's hot like Steve says and best done when the radiator fan is running on/off when the engine is at it's hottest. Also take a look at the exhaust tailpipe inside. Does it have white deposits at all? If no witness marks around the engine bay, it may be that the head gasket is in the first stages of leaking coolant directly into a cylinder and so the exhaust tailpipe will show deposits mildly. The other is water in the oil. With this there may be a rise in oil level coupled with creamy white “goo” deposits on the inside of the oil filler cap. If this, then again, the head gasket is suspect for leaking coolant into the oil ways. The “goo” is not a conclusive test as a car that does short runs of 5 miles or less fairly often may also have these deposits on the oil filler cap. Radweld – Sack the mechanic and drag him out at dawn to plead for mercy! .

Check the black wire on the coil to be 12 volts when ignition is on. (Battery means the coil is always powered, battery drain!) Otherwise I'd suspect the Hall Effect Sender has gone in the distributor. They sometimes go intermittantly first but they can just give up the suddenly. Plenty of 16v distributors going on Ebay. Hall Effect Senders can be bought & fitted separately but the VAG price ain't cheap. .

If the wire is red, it's rated at about 5 amps. Fuse 21 supplies it. The brown is earth in the same plug which should be black plastic. DON'T connect to the white plug! Thats the data plug. VAG-COM only works with digital cars. You need to have a white and a black plugs with 4 wires in total. If 1, 2 or 3 wires only can be found then the car is analogue and uses "blink" code diagnositcs. .

Left mid side in the scuttle, tucked right up under the windscreen bottom. You will need to remove the plastic water flash shield in the scuttle to get at the connection plug. Disconnect the battery earth first and it is possible to damage the unit if it still has power to it. .

Is/Was a Storm worth it? Is it, well to me yes, as I missed the first three Karmann Storms "new" and did this 4th edition due to being on the redundancy list. By the time I had recovered from that they had all but gone from the show rooms in September 1996 and the second hand price had climbed to £25,000 (not that I paid that! A lot less in October 1996) due the Top Gear programme returning the last Corrado, a Storm to Wolfsburg (should have been Karmann!). They were in short supply secondhand being only just bought new by their first owners. I wanted one cos it was the top of the range VW Coupe model, just as it was with the Scirocco three pre Corrado days. The Storm isn’t any different to a well spec’d VR6 but mine is special to me… and that’s what counts in my opinion. I wouldn’t knock any other Corrado owner for what they’ve got. It’s just important to keep them ALL running. EBAY I just find depressing at what looks like 2 a month going to the blue yonder. The Storm was a marketing ploy on the part of VAG-UK not VW to shift another years sales of 1300 ish Corrados. They had to do something to sell the Corrado that year August’94 to July’95 as the model had been declared “finished”. And cars in the showroom don’t shift well under that situation, this was a car on it’s way out. The Corrado didn’t sell many even in the UK and if they didn’t sell them fairly quickly, they’d have to shift more Polos, Passats, Ventos and Golfs to make sales targets. One Corrado at £22,500 was two Polos or Ventos or Golfs or one and bit Passats. If those markets were saturated, then VAG-UK would be slightly stuffed on turnover. 1995 was still the back end of a recession and selling anything was hard going to some extent for the dealers. So it did work to add that little couple of badges. Even today ten years on, their little ploy is still working :wink: Well was it worth it to a “new” car owner. When you add up a VR6 with leathers option etc., this is how it looked back on 3rd April 1995. Corrado Storm VR6 manual £22,498.90 Corrado Storm VR6 Auto £23,398.95 Delivery Costs £425 extra Options offered: none Corrado VR6 manual £21,199.35 Corrado VR6 auto £22,099.40 Delivery costs £425 extra Options offered: (I’ll ignore the none equivalents) Leather upholstery with front seat heating £1,245.50 Pearl / Metallic Paint £299.63 So a Storm (using manual) Cost £22,498.90 in standard form where as a VR6 cost £22,744.48. So the Storm was value but to a new owner the choice still left to make was the colour! People spending that sort of money generally don’t tend to be the enthusiasts of today so a little badge may have got them into the showroom but what they drove away in could be totally different. I remember negotiating at the same time on a brand new red with black leather VR6. Knock £2,000 off the asking price on the phone, blow me, the next day they rang back the next day. The garage dealership owner had instructed his salesman to say OK. Oh the dilemma, to Storm and not to Storm. So this debate is yonks old and still as hot today as it was 10 years ago! Why insurance group 19. It was made with the options as standard which if it was stolen meant it cost more to reimburse the owner. The VR6 was IG18 in cloth leather interior form but if it had leathers option it did get “loaded” as obviously the value was higher in the early years. Why not numbered on a plate. It’s not the only special model not to be numbered. Correct if I am wrong but the Golf Mk1 Campaign isn’t either nor the Sciroccos Storms, all 3 editions in 1979,1980 & 1984. Nor were the Scirocco GTS limited editons of 1985 & 1986. Perhaps when they did it for the last “new” Old Beetles in 1977, they found it made no difference in terms of sales. (Oh and by the way, the Corrado wasn’t highest priced VW that year. The Passat Exclusiv 2.8ltr VR6 Estate Auto took that crown at £24,398.88 basic no options price.) .

Blick code method for USA Corrado's is well documented in the Bentley manual. .