Trakx

So, i just bought a new distributer and it didn't do anything. So mine wasn't malfuntioning. I'm now confident that a 5000 rpm flat is just to much fuel.

Just to close this subject. Pin 23 is redundant. Any G60 ECU will work on any G60 engine.

Are you using digifant (stock management) ?

Question for G60 turbo owners Max boost with stock 8:1 compression? (rallye intercooler, forged pistons, NO water injection)

You are right :) . Just cheked Bentley diagrams.

Unless theres even more diferences.. PIN 22 is ISV not 23

News: It seems that ecus are interchangeable, as written by Yandards. I've not yet come to a conclusion on the PIN 23. It seems to be redundant and so put aside on newer ecus. Still figuring it out with haynes and Ecu board layout. But i also found out that newer ecus have PIN 24. This is "hall out", basically Tachometer signal to cluster. I think, in this case, these are the ecus to be used on double digital cluster G60. I'm not sure if old ecus had this feature but i think soo. About ecu looms: My Corrado G60 has the Pin 20 (mil out) and Pin 23 but not Pin 24. From the info i could gather it seems that newer G60 don

From what i've read corrado G60 till 07/90 has ecu pin 23, which is my case. Was cheking the electrics (from viewtopic.php?f=1&t=29418&st=0&sk=t&sd=a&hilit=pin+13+23&start=585 ) and everything ckecks ok 12.3 V with the exception of 13+23 = 11.2 V !!?? What could be wrong ? and some other questions: 1- Are ECU interchangeable (before 07/90 after) ? 2- Will any chip work? (never heard of diferent chips for diferent ecus (except California models, i think are diferent) 3- Whats pin 23 for? 4- Can one "convert" this ecu loom to newer one without pin 23? Also found: "23 auxiliary control Digifantr elais (only with STG" B" , starting from CP freely) 24 with STG" B" freely, starting from CP on Leerklemme2 with Digifant relais sockel " Diagram: http://volkswagen.msk.ru/index.php?p=page09_cr

Exactly.. Can that happen? lose resolution. Or will they just stop working? So, have anyone had this problem and resolved with new distributer?

Can anyone confirm this? "This one has been doing our heads in at SNS, Pitstop and G-Werks. But we seem to be coming to the light at the end of the tunnel. Consider this: 2 G60 corrado's. Similar age, same mods. We put a stage 5 No Lag in car 1 and it goes mental - as expected, nice smooth power line good fuelling and No Lag. We put the same chip in car2 and it seems to be just as good until the car hits around 4800-5200rpm at which point the acceleration seems to die off then comes back in. a FLAT! WHY?? Same cars, same mods, no leaks etc, SAME CHIP!! AAAAAGGGHH Yes, we were losing it, hair has become thinner and bald patches have emerged! We all know that if there is something critical which is slightly faulty, you wont notice it at 160bhp and you probably wont see it so much more with a mild chip. But the fault will be aggravated and rear its head with an aggressive chip which is what we're all about since we can be more aggressive due to our No Lag © coding. So what could be causing this? After some head scratching, Pitstop identified the dizzy - in particular the hall sendor. Replacing this cleared the flat on cars they had in the garage with an SNS chip etc etc. To illustrate this, Steve himself started experiencing a flatspot in his G40 - a new dizzy cured the problem. So how could a hall sendor cause this? The hall sendor is a magnetic device and its getting old. In a lot of cases 10-13 years so its gonna be wearing out. If the shaft develops horizontal/vertical play then you will get phase/jitter which will cause a misread in the ecu. The ecu counts rpm twice, once per hall and once per revolution so if it sees a dodgy signal from the hall at some point it would have to go into safe mode. Safe mode would be the last line of the map ie. max injector which is safer than no injector. VW probably anticipated such a fault with wear, they wouldn

Just ended reading this post. First, congratulations on a really nice car. Second, thanks for posting so much info. Now about the diferences in boost, from your power/torque curves i think the cam timing must be tuned to horsepower, which will make peak torque go up on rpm. I have the same Pipercam 285H, which is a 268 degrees symetric cam and my peak torque is at 4500 rpm. By the way, the best cam for the G60 seems to be the shrick 268/276. The longer exaust duration seems to help the bad exaust flow of the G60 Head. (see cncheads for flow values) Has for the back pressure exaust consideration posted i really must desagree, since my G60 is turbo. A turbo creates much more backpressure and i haven't had problems with it and i had the Pipercam before turbo. Just haven't buy a Shrick yet because i'm afraid it will have to much overlap for a turbo engine. (Pipercam 285h overlap: 40, Shrick 268/276 overlap: 48) The small diference in power seems to indicate that your old rpm head was very good. Have you done anywork to manifolds to match the headwork? I'm considering buying a worked head but as i cant have no work done to the manifolds, i really don't know if it will worth it.

In the G60 engine, is the knock sensor active throught the entire rpm? Or more correctly, does the ecu read the knock sensor value throught the entire rpm range? I've read that in some car

i think you're right. i should get an egt. the reason i didn

so .. developments couldn't use 14.7 at 4500, always had a dip in afr which i couldn't get rid off by leaning out. This dip was caused by the ecu pulling timing. So reduced ign to 12.25 at 4500 rpm and increased fuel and no more dip. (ecu pulls timing at 3 degrees at a time) Has for ign at 6500 rpm it's now at 13.8. My previous value was 15.5 which was ok pulling a 3rd and 4rd but tried 5 gear to redline and it started pinging. Engine temps were ok. water - 85

I'm using a LC-1 wideband and the stock digifant engine management. I've also have a knocklink to monitor knock. I do have the stock g60 ignition table.

NO ONE??

Anyone tunning the g60 ?

Anyone outhere tuning the g60? what afr to target? What boost / ignition are you using? I'm running a g60 turbo. Stock head with 268 symmetric cam. The turbo is a Garrett GT28R. Trying to run 1.2 bar. AFR is 11.8 to 12.2 and ignition is 14.7 degrees total advance at 4500 and 15.5 at 6500 rpm. Comments?

Beavis - That was the most interesting info that i've read in a long time. Althought i've been told that this "This has nothing to do with the infomation on the chip and is a simple switched failsafe circuit that trips in when the Map sensor hits 5v voltage" doesn't exist. Well i suppouse that if the ignition was trimmed back a fixed value along rpm than it could be that total igntion tim = mapped ignit - Trimmed back value ?! Are you using a target afr 11.8:1 for G60 or G40? From my experience the g60 likes leaner afr's. Started with 10:1 it actually drowed the engine ( i think ignition system is not up to the task) when i got to 11:1 i started seeing some diferences, at 12:1 the car really woke up, now i'm at 11.8:1 at torque rpm and 12.2:1 at power rpm. I

Have the problem solved. It was too much fuel. The solution was a custom chip. No more flatspot.

Will CO Pot adjustements make any diference at WOT? what about with a sns chip? (i

dont think it will be the map sensor has it does the same thing with 0.5 bar (as writen)

Need some help here. The problem is that around 5300 rpm the car loses power until around 6000 rpm. My g60 is turbo (Garret GT2560R known as GT28R), i

Did anyone confirmed that it was the hall sensor to blame ??

So, what the last word on this... is the hall sensor to blaim? or worn distributor? or something else? viewtopic.php?f=2&t=5034&st=0&sk=t&sd=a&hilit=hall+last+line