Crasher

That

I know this should go in the Diavia thread but stay with me. I have been given the appalling task of fitting an ancient Diavia system into a Golf 2. Not only is the system from an 8v and I have to fit it into a 16v, but the system must have been literally ripped out of the other car. The seller on flea bay has basically washed his hands of this system and won't help. I have the system all in and running but I have run into difficulty with the pressure sensor on the receiver drier in identifying the wiring into the relays. If anyone has the wiring diagrams for a Mk2 or owns a Corrado/Mk2 with the system, I would so much appreciate a little feedback as to which wire does what/goes where. The Mk3 diagram on the Diavia thread is nothing like this.

Get it set up properly.

Have you checked the large rubber air boot for cracks in the base of the grooves? I have changed two recently on 9A's (one a Passat and one a Corrado). I can't see a cast aluminium housing going porous enough to upset an engine but rubber boots do split. It is often impossible to tell they are split unless you remove them as they crack underneath.

Did you set the timing with the ECU in basic adjustment mode?

I've had a few G60's do that due to ECU problems.

Converting to basic K will be harder than fixing the KE M. It is very rare for the metering head to fail, who has diagnosed it? It is more likely just that someone has altered the position of the 3-mm Co screw.

Sorry but I don't understand the question :?

PM me your email address.

High milage? If so it could be rings. Does it oil up number 6 plug?

2cm!!!!!!!!!!!!!!!!! That

535 898 123 A £82.78 inc. VAT.

The left hand track rod MUST be set to 406-mm +/- 1-mm whilst off the rack and then never adjusted. All adjustments must be made on the right hand track rod. As for getting it roughly set to parallel, use a piece of wood across each tyre face and measure between them to make sure the distance is equal.

It sounds like the pump is seizing due to standing for so long. The pump is the same as comparable Golf engines whatever yours is?

Next time I get a late VR6 C in with an 021 906 258 CP ECU I will have to check that.

Get a fault code read done, preferably by someone who can also set up a 9A, and few people can!

The ABV doesn

By a gasket set for the bottom end from GSF and the original type is included. Why did you go genuine????

Drive By Wire throttle gives many advantages (and also more work) and Motec (the M400 in this case) make the best ECU's money can buy at our level.

Is the oil coming out of the return pipe? Who built the blower?

It would be easiest to add a piggy back controller to add fuel when needed and alter the timing as required. Switching to EFI is a huge task and you would be better to rip out the KR and fit a 1.8T unit with an aftermarket ECU.

Get out the hot spanner!

A dizzy ECU won't work on a coil pack engine.

Sounds like crank speed sensor, what engine is it and have you had a fault code read?

Increasing the size of the rear discs would increase the lever arm effect (moment of force) so even with the original pads/discs, effective braking effect would be increased. An easy example of this is the 256 to 280-mm front conversion. Both these discs use the same pad and caliper, effectively anyway as both use 54-mm pistons. The problem with the discs looking puny is a problem and quite involved to cure.