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    Thread: VR6 Forum FAQ's

    1. 03-04-2003 08:06 AM #1
      Ok guys/girls, here is the deal. This thread will be for the FAQ section. If you didn't notice, this thread is locked. If you have a FAQ you want added, send it to my e-mail. I will read through it to insure it is factual, then I will post it here. If you have any questions or comments, you can also e-mail, or IM, me.

    2. 03-04-2003 09:23 AM #2
      Will a 24 valve head fit on my 12 valve block?
      No, it will not fit. The 12v, and 24v use different mounting holes.

      Link for parts list for headgasket replacement, timing chains, and a few other things.





      [Modified by Boost Inside, 5:36 PM 3-4-2003]


    3. Geriatric Member need_a_VR6's Avatar
      Join Date
      May 19th, 1999
      Location
      Oxford, PA
      Posts
      35,490
      Vehicles
      03 325i
      03-04-2003 09:26 AM #3
      The following is a copy of the original VR6 tech manual, with notes where applicable.

      Service Training
      Self-Study Program 402

      Volkswagen of America, Inc.
      Sevice Training
      Printed in U.S.A.
      Printed 12/91
      Part # WSP 521-402-00

      All rights reserved. All information contained
      in this manual is based on the latest product
      information available at the time of printing.
      The right is reserved to make changes at any
      time without notice.

      Always check Technical Bulletins and the mirofiche
      system for information that may supersede any
      information included in this manual.


      *** Introduction ***


      Volkswagen has developed a new six-cylinder engine called the VR-6.
      This 2.8-liter engine is unique in that the V-angle between cylinder
      banks is 15° rather than the 60° or 90° found in most conventional
      V-6 engine designs.

      The engine features a cast-iron crankcase, one light alloy crossflow
      cylinder head with two valves per cylinder operated by chain-driven
      overhead camshafts.

      All fuel and ignition requirements of the VR-6 engine are controlled
      by the Bosch Motronic M2.9 Engine Management System.

      This Engine Management System features an air mass sensor, dual knock
      sensors for cylinder-selective ignition knock regulation, and Lambda
      regulation.

      Exhaust gases are channeled through a 3-way catalytic converter.


      *** Engine Specifications ***


      Engine code: AAA
      Design: Four-stroke, internal combustion engine in "Vee"/in-line
      Displacement: 2.8 liter
      Bore diameter: 81.0 mm
      Stroke: 90.0 mm

      **note this is listed as 90.3mm elsewhere
      "Vee" angle: 15°
      Compression ratio: 10:1
      Fuel and ignition systems: Bosch Motronic M2.9
      Emission control: Lambda control with catalytic converter

      The name, VR-6 come from a combination of Vee and the German word
      Reihenmotor. The combination of the two can be roughly translated
      as "in-line Vee."

      Volkswagen has designed the 15° VR-6 to take advantage of
      conventional in-line six-cylinder engine features (single cylinder
      head, narrow width and excellent balancing) with the advantages
      of a V-6 engine design (short overall length and compactness).

      *** VR-6 ***


      The VR-6 was specifically designed for transverse installation
      in front-wheel-drive vehicles. By using the narrow 15° VR-6 engine,
      it was possible to install a six-cylinder engine in existing
      Volkswagen models.

      *** V-6 Conventional Design ***


      A wider V-6 engine of conventional design would have required
      lengthening existing vehicles to provide enough crumple zone
      between the front of the vehicle and the engine, and between
      the engine and the passenger cell.

      Using the narrow VR-6 engine will help Volkswagen meet current
      and future front-end crash standards.

      *** Overview ***


      The drop-forged steel, six-throw crankshaft runs in seven main
      bearings. The connecting rod journals are offset 22° to one
      another.

      Overhead camshafts (one for each bank of cylinders) operate the
      hydraulic valve lifters which, in turn, open and close the 39.0-mm
      intake valves and 34.3-mm exhaust valves.

      Because of the special VR-6 cylinder arrangement with two rows
      of combustion chambers in the same cylinder head, the intake
      runners between the two cylinder banks are of varying lengths.

      The difference in intake length is compensated in the overhead
      intake manifold. Each runner is 420 mm long.

      Exhaust gases are channeled from two 3-branch cat-iron exhaust
      manifolds into a sheathed Y-pipe. From there, they are channeled
      into a single flow before passing over the heated Oxygen Sensor
      and then to the catalytic converter.

      The oil pump driveshaft is driven by the intermediate shaft.

      Fuel injectors of the Bosch M2.9 Engine Management System are
      mounted behind the bend of the intake manifolds. Besides being
      the optimum location for fuel injection, this location also helps
      shield the injectors during a frontal impact.

      The water pump housing is cast integral with the engine crankcase.
      In addition to the belt-driven water pump, VR-6 engine will use
      an auxiliary electric pump to circulate water while the engine is
      running and during the cooling fan after-run cycle.

      In the interest of environmental friendliness, a replaceable oil
      filter cartridge is used on the VR-6 engine.

      The sump-mounted oil pump is driven via the intermediate shaft.
      An oil pressure control valve is integrated in the pump.

      *** Crankcase ***


      The crankcase is made from Perlitic gray cast iron with micro-alloy.
      Two banks of three cylinders are arranged at a 15° axial angle from
      the crankshaft.

      The cylinder bores are 81 mm in diameter with a spacing of 65 mm
      between cylinders. They are staggered along the length of the
      engine block to allow the engine to be shorter and more compact
      than conventional V-6 engines.

      The centerline of the cylinders are also offset from the centerline
      of the crankshaft by 12.5 mm.

      To accommodate the offset cylinder placement and narrow "Vee"
      design, the connecting rod journals are offset 22° to each other.
      This also allows the use of a 120° firing interval between cylinders.
      The firing order is: 1, 5, 3, 6, 2, 4

      *** Cylinder Head ***


      The aluminum crossflow cylinder head is manufactured in a permanent
      mold casting. The combustion-chamber side of the head is hardened
      through a separate chill casting

      Twenty stretch bolts are used to retain the cylinder head to the block.
      These bolts are accessible even with the camshafts installed.
      However, it is necessary to retorque the bolts after installation.
      Holes for bolts, numbers 12 and 20 are sleeved to make cylinder head
      installation easier.

      To help optimize flow through the cylinder head, the area above the
      valve seats has been machined. Valve shaft diameter has been reduced
      to 7.0 mm during development.

      Cylinders 1, 3, and 5 have short intake runners and long exhaust
      runners while cylinders 2, 4, and 6 have long intake runners and
      short exhaust runners.

      A crossflow cylinder head has allowed the use of a single cylinder
      exhaust manifold rather than a manifold for each bank.

      *** Combustion Chamber ***


      The surface of the combustion side of the cylinder head is flat.
      The combustion chamber is formed by the shape of the piston head.

      Ten different piston designs were tested during development of the
      VR-6 engine.

      The result of these tests was the selection of a slanted piston
      head within eccentric trough. The trough is offset from the center
      of the piston by 4.0 mm.

      Compression gap height (at TDC) is 1.5 mm. the compression ratio is
      10:1.

      *** Chain tensioners ***


      Operated by oil pressure and spring tension.

      The camshafts are driven by a two-stage chain-drive system located
      on the flywheel side of the engine.

      Chains were selected to drive the valve train in consideration of
      a Diesel version of the VR-6 engine.

      A single chain (lower) is driven by the crankshaft which, in turn,
      drives an intermediate sprocket and shaft at a ratio of 3:4.

      The intermediate shaft sprocket drives the camshafts via a double
      roller chain (upper) at a ratio of 2:3. A double roller chain is
      used to drive the camshaft sprockets because it must transfer more
      torque than the lower chain.

      The specific gear ratio selection was chosen in order to keep the
      camshaft sprocket size small. This helps keep the overall engine
      height to a minimum.

      Chain tension is maintained by two chain tensioners. The upper
      chain tensioner is hydraulically operated by engine oil pressure
      and spring tension.

      The lower chain tensioner (with mechanical lock) is operated by
      spring tension and lubricated with engine oil.

      Chain flutter is prevented by guide rails on the slack side of
      both chains.

      *** Engine Cooling System ***


      The VR-6 Engine uses an impeller-type water pump driven by the
      poly-ribbed belt.

      The pump housing itself is cast into the engine block adjacent
      to cylinder number 2.

      In addition, an Auxiliary Electric Coolant Pump also circulates
      engine coolant anytime the ignition is switched on.

      The Auxiliary Electric Coolant Pump also runs when the engine
      is switched off and the coolant temperature goes over 107° C (220° F).
      It runs in conjunction with the Radiator Cooling After-run System.

      Circulating the coolant during this time helps cool the engine
      block and prevent the possibility of air pockets forming in the
      cylinder head.

      The thermostat housing of the cooling system also houses the
      temperature senders G2, and F87 for the Radiator Cooling After-run
      System, and temperature sender G62 for the Motronic Engine Management
      System.

      *** Intake Manifold ***


      Volumetric efficiency must be uniform to attain smooth engine
      running and optimal power output under all operating conditions.
      This, in turn, requires identical flow conditions in the intake
      ports of all cylinders.

      Since the lengths of the intake runners in the VR-6 cylinder head
      are not equal, it was necessary to compensate with the internal
      design of the intake manifold.

      All air intake passages are 420 mm long.

      *** Auxiliary Drives ***


      A double-sided poly-ribbed belt drives all the auxiliary components
      of the VR-6 engine.

      A spring-operated tensioning roller keeps the poly-ribbed belt at
      the proper tension. The belt tension is released by threading a
      long 8 mm bolt into a threaded hole on the tensioner.

      *** System Overview ***


      The VR-6 engine will use the Motronic Engine Management System
      version M2.9.

      All Corrados will have EGR while only California-version Passats
      will have EGR.

      *** Fuel Delivery System ***


      A two stage fuel pump supplies fuel through the filter to the fuel
      manifold and the four hole injectors. The pump is located in the
      fuel tank.

      The fuel manifold is located on the intake manifold. A fuel pressure
      regulator is attached to the fuel manifold on the fuel return side.

      The fuel pressure regulator is a diaphragm-type regulator. Fuel
      pressure is regulated depending on intake manifold pressure.

      As intake manifold pressure changes, the pressure regulator will
      increase or decrease the system fuel pressure. This maintains
      constant pressure differences between the intake manifold pressure
      and fuel pressure.

      *** Two-Stage Fuel Pump ***


      The two-stage pump has one motor that drives two separate pumps.

      * Stage One *


      Fuel is drawn in through a screen at the bottom of the housing
      by a vane-type pump. The vane-type pump acts as a transfer pump.
      It's designed to supply fuel to the fuel accumulator which is
      within the pump housing.

      Fuel vapors and air bubbles from fuel returning from the engine,
      as well as excessive fuel, is forced out of the accumulator through
      a fuel vent.

      * Stage Two *


      The gear-type pump draws fuel in from the bottom of the accumulator
      and through a screen. The fuel is then forced through the pump
      housing by the gear pump and out the top.

      *** Fuel Injectors ***


      The injectors are supplied 12 volts by the Power Supply Relay and
      are grounded through the Motronic ECU. They are opened sequentially
      in the cylinder firing order.

      Injection quantity is determined by the injector opening time.

      *** Fuel Tank Ventilation ***


      The following inputs are used to control the fuel tank ventilation:

      .Engine speed
      .Engine load
      .Engine coolant temperature
      .Signal from throttle valve Potentiometer (G69)

      Fuel vapors from the fuel tank are vented to the carbon canister.
      When the engine is warm and above idle speed, the vapors will be
      drawn into the intake manifold via the carbon canister.

      Depending on engine load and oxygen sensor signal, a frequency valve
      will regulate the quantity of vapors entering the intake manifold from
      the carbon canister

      * Carbon Canister Frequency Valve (N80) *


      The ECU determines the duty cycle of the frequency valve to regulate
      the flow of fuel vapors from the carbon canister to the engine.

      When no current is supplied to the valve, it remains in the open
      position.
      The valve is closed (duty cycle 100%) when the cold engine is started.

      * Triggering: *


      The Carbon Canister Frequency Valve (N80) begins to operate after
      oxygen sensor operation has begun.

      Valve operation is load- and speed-dependent during driving operation.
      The valve is completely open at full throttle and completely closed
      during deceleration fuel shut-off.

      * Substitute function: *


      If power to the valve is interrupted, the valve remains completely open.
      This could lead to rough running at idle speed and during partial load
      acceleration.

      * Self-diagnosis: *


      The ECU recognizes open circuits and short circuits in the component.

      *** Air Mass Sensor (G70) ***

      A hot-wire air mass sensor is used to measure the airflow into the
      engine. The air mass sensor is attached to the air filter housing.
      The sensor housing includes a baffle grid which reduces air turbulence
      and pulses. The sensor has no moving parts.

      A thin, electrically-heated , platinum hot-wire in the sensor is kept
      180°C (356°F) above the air temperature measured by the thin-layer
      platinum temperature sensor.

      As airflow increases, the wires are cooled and the resistance of the
      sensors changes. Current to the platinum hot-wire changes to maintain
      the constant temperature difference.

      The resulting current change is converted to a voltage signal and is
      used by the Motronic ECU to calculate the volume of air taken in.

      Dirt or other contamination on the platinum wire can cause inaccurate
      output signals. Because of this, the platinum wire is heated to 1000° C
      (1832° F) for a period of one second each time the engine is switched
      off to burn off this dirt or contamination.

      If a fault develops with the signal from the air mass sensor, the signal
      from the throttle potentiometer is used as a substitute in order for
      the car to remain derivable.


      [Modified by Boost Inside, 6:48 AM 3-4-2003]


      [Modified by Boost Inside, 6:50 AM 3-4-2003]

      -Paul
      1995 GTI VR6 - Retired - 12.90@106 R32 power - 12.833@106 12v power
      KPTuned - Official MegaSquirt: Sales - Repair - Installation - Tuning
      MK3 Race Car Partout

    4. Geriatric Member need_a_VR6's Avatar
      Join Date
      May 19th, 1999
      Location
      Oxford, PA
      Posts
      35,490
      Vehicles
      03 325i
      03-04-2003 09:32 AM #4
      Now for part 2

      *** Throttle Valve Potentiometer (G69) ***


      The throttle valve potentiometer is connected to the throttle valve
      shaft. It informs the ECU about the power requested by the driver.

      Idle and full load switched are not incorporated in the Throttle Valve
      Potentiometer. Idle speed and full throttle applications are recognized
      by the ECU from the voltage output of the potentiometer.


      * Signal application: *


      Throttle Valve Potentiometer signals are used for determination of idle
      speed stabilization, idle air volume control, fuel after-run shut-off
      and fuel load enrichment.


      * Substitute function: *


      The ECU uses the Air Mass Sensor signal and engine speed signal as a
      replacement variables if the Throttle Valve Potentiometer fails.


      * Self-diagnosis: *


      Self-diagnosis recognizes:

      Short circuits to positive
      Short circuits to ground

      Note: On vehicles with automatic transmission, this potentiometer is
      combined in a housing with the potentiometer for the transmission
      control.


      *** Engine Speed / Reference Sensor (G28) ***


      Engine speed and crankshaft position are registered by a single sensor
      located on the engine block.

      The sensor reads a toothed wheel mounted on the crankshaft to read
      engine speed.

      The toothed wheel has a two-tooth gap which is used as the measuring
      point for the crankshaft position.


      * Signal application: *


      The signal is used for registration of engine speed and, in conjunction
      with the signal from the Hall Sender, for recognition of ignition TDC
      in cylinder Number 1.


      * Substitute function: *


      There is no substitute functions for Speed Reference Sensor G28.


      * Self-diagnosis: *


      The ECU recognizes a missing signal from the Speed/Reference Sensor
      after cranking the engine for five seconds. An impaulsing signal
      is recognizes by self-diagnosis when the reference mark signal and
      Hall sender signal do not correspond.


      * Hall Sender (G40) *


      The Hall sender is mounted in the ignition distributor. It is an
      electric control switch based on the Hall effect.

      The hall sender consists of a magnetic enclosure and integrated
      semiconductor circuit (the Hall IC). the IC is made of plastic to
      protect it from dampness, soiling and mechanical damage.

      A voltage signal is generated when the trigger wheel interrupts the
      magnetic field created by the Hall IC. The trigger wheel turns at
      camshaft speed. This means that the Hall sender generates one voltage
      signal for every two crankshaft revolutions.


      * Signal usage: *


      The Hall Sender (G40) signal and the Engine Speed/Reference Sensor
      (G28) signals are used to identify cylinder Number 1 for sequential
      fuel injection and knock regulation.


      * Substitute function: *


      There is no substitute function for the Hall Sender signal. The
      vehicle will start and run without this signal but the ignition
      timing will be retarded and there will be no sequential fuel injection.


      * Self-diagnosis: *


      The ECU will recognize a break in wiring or a continuously applied
      signal
      voltage (during start attempts as well).


      *** Knock Sensor I (G61) And Knock Sensor II (G66) ***


      Two knock sensors are used. A knock sensor works like a microphone to
      "listen" for spark knock or detonation.

      When knocking occurs, the ignition timing is retarded until the knocking
      is eliminated. Since the knock limit differs from cylinder to cylinder
      and changes within the operating range, knock regulation is done
      cylinder
      selectively.


      * Signal usage: *


      Knock regulation does not occur until the engine coolant temperature of
      40° C (104° F) is reached. Knock sensor I (G61) monitors cylinders 1,
      2,
      and 3. Knock sensor II (G66) monitors cylinder s 4, 5 and 6.

      With the aid of the Hall sender signal, the ECU can determine which
      cylinder is knocking. The ignition angle of the knocking cylinder is
      retarded in steps until the knocking stops up to a maximum of 12°.

      If spark knock is still detected, the ECU will retard the ignition
      timing 11° for all cylinders and record a fault.


      * Substitute function: *


      If a knock sensor fails, the ignition timing angle of its assigned
      cylinders is retarded.


      * Self-diagnosis: *


      The ECU recognized an open circuit if no signal from knock sensor I
      (G61)
      or knock sensor II (G66) is received by the ECU at an engine coolant
      temperature above 40° C (104° F).


      *** Oxygen Sensor (G39) ***


      The oxygen sensor (G39) is made of a ceramic material called zirconium
      dioxide. The inner and outer surfaces of the ceramic material are
      coated with platinum. The outer platinum surface is exposed to the
      exhaust gas, while the inner surface is exposed to the outside air.

      The difference in the amount of oxygen contacting the inner and outer
      surfaces of the oxygen sensor creates a pressure differential which
      results in a small voltage signal in the range of 100 to 1000 mV.
      The amount of voltage that is produced is determined by the fuel
      mixture.

      The oxygen sensor (G39) is heated electrically to keep it at constant
      operating temperature. The heater also ensures that the sensor comes
      to operating temperature quickly.

      The sensor has four wires. Two are for the heating element (ground and
      power). One wire is a signal wire for the sensor and one for the
      ground.


      * Signal usage: *


      The base injection time is corrected according to the voltage signal
      from the oxygen sensor to maintain a fuel/air ratio of approximately
      14.7:1.
      This allows the three-way catalytic converter to operate at its maximum
      efficiency.

      If the fuel mixture is lean (excess oxygen), the oxygen sensor will send
      a low voltage signal (about 100mV) to the ECU.

      If the fuel mixture is rich (lack of oxygen), the oxygen sensor will
      send
      a voltage signal (about 900 mV) to the ECU.


      * Substitute function: *


      There is no substitute function for oxygen sensor (G39). If signal
      fails,
      no oxygen sensor regulation takes place.


      * Self-diagnosis: *


      The ECU recognizes a fault if no reasonable signal voltage range is
      attained within five minutes after engine start with an engine coolant
      temperature over 40° C (104° F).

      The ECU also recognizes a open circuit in the wiring or a short circuit
      to ground andshort circuit to positive (sensor heating).


      *** Coolant Temperature Sensor (G62) ***


      Coolant Temperature Sensor (G62) is an NTC resistor. It's located in
      the
      thermostat housing. AS engine coolant temperature rises, the resistance
      of the sensor goes down.


      * Signal application: *


      Coolant temperature sensor signals are required as a correction factor
      for determination of ignition timing, injection timing and idle speed
      stabilization.

      In addition, these systems are activated depending on engine coolant
      temperature:

      .Knock control
      .Adaptation of idle speed volume control
      .Oxygen sensor operation
      .Fuel tank venting


      * Substitute function: *


      A fixed value of 80° C (176° F) is stored in the memory of the ECU and
      used in case of a faulty coolant temperature signal.


      * Self-diagnosis: *


      Self-diagnosis recognizes:

      Short circuits to positive
      Short circuits to ground


      *** Intake Air Temperature Sensor (G42) ***


      An intake air temperature sensor is located in the intake manifold on
      the
      left side.


      * Signal application: *


      The signal is used for idle stabilization and as a correction factor for
      ignition timing.


      * Substitute function: *


      If a failure of the Intake Air Temperature Sensor (G42) occurs, the
      Motronic Electronic Control Unit assumes a temperature of 20° C (68° F).
      If this happens, cold start problems could occur at temperatures under
      0° C (32° F).


      * Self-diagnosis: *


      The Motronic ECU recognizes open and short circuits to this component.


      *** EGR System ***


      All Corrados will come equipped with EGR (Exhaust Gas Recirculation).
      Passats sold in California will be equipped with EGR. The EGR system is
      used to reduce nitrous oxide emissions (Nox). The system recirculates a
      small portion of exhaust gas into the intake mixture.

      This exhaust gas is noncombustible and takes up a small space in the
      intake charge. The results is lower combustion temperatures and reduced
      Nox emissions.

      The EGR system does not operate at idle because Nox emissions are low
      during this time.


      * EGR Frequency Valve (N18) *


      The EGR Frequency Valve (N18) is mounted on the back of the intake
      manifold. A control pressure (vacuum) is formed in the frequency valve
      from the intake manifold pressure and atmospheric pressure (from the
      intake air elbow). This pressure is applied to the EGR valve via the
      EGR frequency valve (N18).

      The frequency valve controls the amount of vacuum supplied to the EGR
      valve by switching between the connection to the EGR valve and the
      intake air boot.

      Thus, the actual amount of recirculated exhaust gas can be determined
      by the ECU, depending on engine speed and load conditions. A membrane
      valve limits the vacuum supplied to the frequency valve at 200 mbar.


      * Self-diagnosis: *


      The ECU will recognize an open circuit or short circuit in the EGR
      frequency valve. If the EGR valve remains continuously open or closed
      because of mechanical failure, the EGR temperature sensor (G98) will
      signal this to the control unit.


      * Triggering: *


      The frequency valve (N18) ground circuit is controlled by the ECU
      depending on engine load and speed.


      * Substitute function: *


      There is no substitute function. If current to the frequency valve
      (N18) is interrupted, the EGR valve will remain closed.


      * EGR Temperature Sensor (G98) *


      The EGR temperature sensor (G98) is located in the EGR valve exhaust
      gas channel. It measures the temperature of the exhaust gas.

      The sensor is an NTC resistor. The electrical resistance of the
      sensor decreases as the temperature of the exhaust gas increases.


      * Signal usage: *


      The signal from the EGR temperature sensor (G98) is used only for
      the diagnosis of the EGR system and has no influence on the control.


      * Substitute function: *


      There is no substitute function.


      * Self-diagnosis: *


      The EGR system is switched on when the engine coolant temperature
      reaches 50° C (122° F).


      *** Crankcase Ventilation ***


      Crankcase vapors are vented from the cam cover to the intake air boot.

      A heating element is used to prevent icing during cold weather.

      PIN 1 = Positive (+)

      PIN 2 - To engine ground


      *** Idle Stabilizer Valve (N71) ***

      * Triggering: *


      The idle stabilizer valve (N71) is actuated on the ground side by the
      ECU.


      * Substitute function: *


      When a defect in the circuit is recognized, both output stages are shut
      off and the valve rotates to a fixed opening cross-section. This allows
      the engine to idle at a warm engine idle speed.


      * Self-diagnosis: *


      The ECU recognizes open and short circuits in the component.


      * Ignition System *


      Input Signals for Regulation of Ignition System

      .Engine speed
      .Engine load
      .Signal from knock sensors
      .Signal from throttle valve potentiometer
      .Coolant temperature
      .Signal from Hall sender

      Functions of Ignition System:

      .Ignition timing correction
      .Dwell angle regulation
      .Idling speed stabilization
      .Selective cylinder knock regulation

      The control unit uses the engine load and engine speed signals as well
      as
      the signal from the throttle valve potentiometer to calculate the
      ignition
      timing.

      If signals from the knock sensors indicate knocking combustion, the
      control
      unit retards the ignition timing of the knocking cylinder by 3° to max.
      12°
      until the knocking tendency of the concerned cylinder is reduced.

      When the knocking tendency no longer exists, the ignition timing is
      returned
      to the nominal value in steps of 0.5°.

      When knocking occurs, the ignition timing can be different for all
      cylinders
      because of the selective cylinder knock regulation.

      Fluctuations in the idling speed range are compensated by changing the
      ignition timing with the help of idling speed stabilization.

      The control unit receives the idling speed signal from the throttle
      valve
      potentiometer.

      Dwell angle regulation guarantees the necessary charging time of the
      ignition coil and, therefore, ignition voltage, regardless of speed and
      load conditions.

      Coolant temperature signals are required to correct the ignition timing
      of a cold engine and activate knock regulation.


      *** Power Supply Components ***

      Power for the Motronic Engine Management systems is supplied via Fuse
      (S18) and three relays:

      Fuel Pump Relay (J17)
      (Position 12)

      Power Supply Relay (J271)
      (Position 3)

      Oxygen Sensor Heater Power Supply Relay (J278)
      (above main Central Electric Panel)

      There is no internal power stage relay in the Motronic ECU.

      Wiring for the Motronic Engine Management system is routed to the engine
      via a single multi-pin connector. This makes engine removal quicker and
      provides a test point for trouble shooting procedures.

      A central ground station is located on the engine block below the intake
      manifold.

      It provides a ground point for:
      .ECUs
      .Sensors for the Motronic Engine Management system (and their shielding)
      .Output components (injectors, etc.)




      [Modified by Boost Inside, 6:47 AM 3-4-2003]

      -Paul
      1995 GTI VR6 - Retired - 12.90@106 R32 power - 12.833@106 12v power
      KPTuned - Official MegaSquirt: Sales - Repair - Installation - Tuning
      MK3 Race Car Partout

    5. Geriatric Member need_a_VR6's Avatar
      Join Date
      May 19th, 1999
      Location
      Oxford, PA
      Posts
      35,490
      Vehicles
      03 325i
      03-04-2003 09:46 AM #5
      The COMPREHENSIVE VR6 CAM LIST:

      Coming soon!

      Please email me if you have cut sheets of any of these cams with lift, duration, specs, etc. paul_VR6@hotmail.com

      <color=red> Stock </color>

      Duration @ 1mm: 220
      Duration @.050" : 215
      Lift: .400"
      Lobe center: 115
      Intake open @ .050": -7.6deg (7.6deg BTDC)


      Schrick

      248

      Advertized Duration: 248/260 (In/Ex)
      Duration @ 1mm: n/a
      Duration @.050" : n/a
      Lift: .4016"/.4409" (In/Ex)
      Lobe center: n/a
      Intake open @ ???": 14.25deg btdc (all in crank degrees)
      Intake closes @ ???": 53.75deg abdc
      Exhaust open @ ???": 66.25deg bbdc
      Exhaust closes @ ???": 13.75deg atdc
      Peak timing In: 109.75deg
      Peak timing Ex: 116.25deg


      260 (mech)

      Advertized Duration: 260
      Lift: .4488"
      Peak timing In: 116deg
      Peak timing Ex: 118deg

      264/260 In/Ex

      Advertized Duration: 264/260
      Duration @ 1mm: n/a
      Duration @.050" : n/a
      Lift: .4488"/.4409"
      Lobe center: 115
      Intake open @ ???": 17deg btdc (all in crank degrees)
      Intake closes @ ???": 67deg abdc
      Exhaust open @ ???": 65deg bbdc
      Exhuast closes @ ???": 15deg atdc

      268

      Advertized Duration: 268
      Duration @ 1mm: n/a
      Duration @.050" : n/a
      Lift: .4488"
      Lobe center: 115deg
      Intake open @ ???": 18deg btdc (all in crank degrees)
      Intake closes @ ???": 70deg abdc
      Exhaust open @ ???": 68deg bbdc
      Exhaust closes @ ???": 20deg atdc

      276

      Advertized duration: 276°
      Lift: .4527"
      Peak timing: 112°
      Intake open @ ???": 26deg btdc (all in crank degrees)
      Intake closes @ ???": 70deg abdc
      Exhaust open @ ???": 70deg bbdc
      Exhaust closes @ ???": 26deg atdc
      overlap 2.20mm


      Cat

      268

      Advertized Duration: 268
      Duration @ .1mm: 266
      Duration @.050" : 230
      Lift: .452"
      Lobe center: ??
      Intake open @ .1mm: 13deg btdc (all in crank degrees)
      Intake closes @ .1mm: 73deg abdc
      Exhaust open @ .1mm: 63deg bbdc
      Exhuast closes @ .1mm: 23deg atdc
      Intake open @ .050": -5deg btdc (all in crank degrees)
      Intake closes @ .050": 55deg abdc
      Exhaust open @ .050": 45deg bbdc
      Exhuast closes @ .050": 5deg atdc

      272(4)

      Advertized Duration: 272
      Duration @ .1mm: 274
      Duration @.050" : 234
      Lift: .452"
      Lobe center: ??
      Intake open @ .1mm: 17deg btdc (all in crank degrees)
      Intake closes @ .1mm: 77deg abdc
      Exhaust open @ .1mm: 67deg bbdc
      Exhuast closes @ .1mm: 27deg atdc
      Intake open @ .050": -3deg btdc (all in crank degrees)
      Intake closes @ .050": 57deg abdc
      Exhaust open @ .050": 47deg bbdc
      Exhuast closes @ .050": 7deg atdc

      280 Mech

      Advertized Duration: 280
      Duration @ .1mm: 280
      Duration @.050" : 242
      Lift: .419" @ .010" check
      Lobe center: ??
      Intake open @ .1mm: 30deg btdc (all in crank degrees)
      Intake closes @ .1mm: 70deg abdc
      Exhaust open @ .1mm: 70deg bbdc
      Exhuast closes @ .1mm: 30deg atdc
      Intake open @ .050": 11deg btdc (all in crank degrees)
      Intake closes @ .050": 51deg abdc
      Exhaust open @ .050": 51deg bbdc
      Exhuast closes @ .050": 11deg atdc

      284 Mech

      Advertized Duration: 284
      Duration @ .1mm: 284
      Duration @.050" : 242
      Lift: .473" @ .015" check
      Lobe center: ??
      Intake open @ .1mm: 32deg btdc (all in crank degrees)
      Intake closes @ .1mm: 72deg abdc
      Exhaust open @ .1mm: 72deg bbdc
      Exhuast closes @ .1mm: 32deg atdc
      Intake open @ .050": 11deg btdc (all in crank degrees)
      Intake closes @ .050": 51deg abdc
      Exhaust open @ .050": 51deg bbdc
      Exhuast closes @ .050": 11deg atdc

      308 Mech

      Advertized Duration: 308
      Duration @ .1mm: 308
      Duration @.050" : 266
      Lift: .500" @ .009" check
      Lobe center: ??
      Intake open @ .1mm: 48deg btdc (all in crank degrees)
      Intake closes @ .1mm: 80deg abdc
      Exhaust open @ .1mm: 80deg bbdc
      Exhuast closes @ .1mm: 48deg atdc
      Intake open @ .050": 27deg btdc (all in crank degrees)
      Intake closes @ .050": 59deg abdc
      Exhaust open @ .050": 59deg bbdc
      Exhuast closes @ .050": 27deg atdc

      DSR

      256

      Advertized Duration: 256
      Duration @.050" : 222
      Lift: .4323"
      Lobe center: 112in/116ex (NA), 118 (FI)
      Intake open @ ?": 8deg btdc (all in crank degrees)
      Intake closes @ ?": 68deg abdc
      Exhaust open @ ?": 68deg bbdc
      Exhuast closes @ ?": 8deg atdc


      266

      Advertized Duration: 266
      Duration @.050" : 224
      Lift: .4409"
      Lobe center: 112
      Intake open @ ?": 13deg btdc (all in crank degrees)
      Intake closes @ ?": 73deg abdc
      Exhaust open @ ?": 73deg bbdc
      Exhuast closes @ ?": 13deg atdc


      TT

      264/260 In/Ex
      Duration @ 1mm: 240/238
      Duration @.050" : 224/223
      Lift: .447/.440"
      Lobe center: 115
      Intake open @ .050": -5.2 (5.2deg BTDC)

      288

      TT288s

      Advertized duration; 288
      Duration at .020": 261
      Duration at 1mm: 249.5/248.5
      Duration at .050": 245/244
      Lift; .460"
      Lobe center: 110
      In open @ .050": 12btdc


      #109 063:
      Advertized duration: 288
      Duration at .050": 245.2/247
      Lift Intake .45528"
      Lift Exhaust .45512"
      Lobe center: 112.3deg
      In open @ .050": 11btdc
      Valve overlap 22deg crank


      Kent

      264

      Advertized Duration: 264
      Duration @ .1mm: n/a
      Duration @.050" : n/a
      Lift: .4307"
      Lobe center: 100deg
      Intake open @ ?: 22deg btdc (all in crank degrees)
      Intake closes @ ?: 62deg abdc
      Exhaust open @ ?: 62deg bbdc
      Exhuast closes @ ?: 22deg atdc


      Piper

      264 "Fast Road"

      Advertized Duration: 264
      Advertized Powerband: 1800-6000
      Duration @ .1mm: n/a
      Duration @.050" : n/a
      Lift: .428"
      Lobe center: ??deg
      Intake open @ ?: 22deg btdc (all in crank degrees)
      Intake closes @ ?: 62deg abdc
      Exhaust open @ ?: 62deg bbdc
      Exhuast closes @ ?: 22deg atdc

      276 "Road/Rally"

      Advertized Duration: 276
      Advertized Powerband: 2300-6500
      Duration @ .1mm: n/a
      Duration @.050" : n/a
      Lift: .450"
      Lobe center: ??deg
      Intake open @ ?: 30deg btdc (all in crank degrees)
      Intake closes @ ?: 66deg abdc
      Exhaust open @ ?: 66deg bbdc
      Exhuast closes @ ?: 30deg atdc

      294 "Rally"

      Advertized Duration: 294
      Advertized Powerband: 2700-7000
      Duration @ .1mm: n/a
      Duration @.050" : n/a
      Lift: .445"
      Lobe center: ??deg
      Intake open @ ?: 41deg btdc (all in crank degrees)
      Intake closes @ ?: 73deg abdc
      Exhaust open @ ?: 73deg bbdc
      Exhuast closes @ ?: 41deg atdc

      WEB Cams

      244

      Advertized Duration: 244
      Duration @ .1mm: n/a
      Duration @.050" : 230
      Lift: .428"
      Lobe center: ??deg

      254

      Advertized Duration: 254
      Duration @ .1mm: n/a
      Duration @.050" : 237
      Lift: .432"
      Lobe center: ??deg
      Note: check all valve/piston clearances before installing


      DRC

      268

      Duration @.050: 226
      Valve lift: .450"
      Lobe center: 115 deg

      272

      Duration @.050: 230
      Valve lift: .442"
      Lobe center: 116 deg

      276

      Duration @.050: 238
      Valve lift: .442"
      Lobe center: 116 deg

      Many thanks to Jeremy@Matrix, Andy@Denon, Dick@DSR and HerrMuller&HerrWolf@Schrick for providing some great info!



      Modified by VgRt6 at 9:58 AM 11-10-2008

      -Paul
      1995 GTI VR6 - Retired - 12.90@106 R32 power - 12.833@106 12v power
      KPTuned - Official MegaSquirt: Sales - Repair - Installation - Tuning
      MK3 Race Car Partout

    6. 03-04-2003 05:33 PM #6
      How do I change my serpentine belt? And, what if I have A/C? Also, can I remove the A/C?
      The vr6 uses a double sided 1360mm 7 rib k-crosssection multirib style belt. The OE part number for cars with AC is 021145933H. To change the belt all that is needed is a m8x1.25 bolt that is atleast 40mm long to release the tension on the belt tensioner, (there's a threaded hole on tensioner, you'll see it). You can pull on the bolts that hold the tensioner on and use is to release the tension. Most people remove the airbox on corrado's and mkIII's for more room to work.

      For AC removal the belt that is need is a 1285mm or 1290mm 7 rib k-crosssection multirib style belt. Single sided will work. Contitech's part number for this belt is 7pk1285. Part stores will also have this belt by different brands, all you have to do is convert 1285mm to inches. They may only carry 8-rib belts, so you might have to cut one rib off.

      Taking out the AC removes 15 to 25 lbs from you car depending on how much you remove. The engine will also rev faster because a pulley is removed.

      Search the keyword "removal" in archived topics for detailed write-ups of AC removal for your car. It involves removing the compressor and most people remove the condensor. This procedure is a little different for each vehicle. Also,If you remove your AC and you don't want the high speed fan to run when it's not supposed to you can unplug the brown sensor on the t-stat housing.


      Online retailers that carry the contitech non-ac belt.
      http://www.rpi-equipped.com
      http://www.vwparts.com

      submitted by furiousgeorge!!


      [Modified by Boost Inside, 2:34 PM 3-4-2003]


    7. 03-04-2003 08:31 PM #7
      Can I bypass my throttle body coolant lines, and how do I do it?
      First, remove water hoses from throttle body and connect them with a 1/4" brass hose connector (5/16" will also work, and will be a bit of a tighter fit)and tighten up the hose clamps. You can either leave the hoses long in case you want to reconnect or cut them short for a cleaner look, and you don't have to cap the hose nipples on the throttle body, its a "u" shaped water circuit, not a water injection port.
      submitted by TrailOfDeadHondas


      [Modified by Boost Inside, 5:34 PM 3-4-2003]


      [Modified by Boost Inside, 12:48 PM 3-6-2003]


    8. 03-04-2003 08:32 PM #8
      How do I clean out my mass air flow sensor?
      Take the large Ziploc bag and place the MAF sensor in it.
      Pour enough Isopropyl alcohol into the bag to completely cover the MAF sensor. Gently shake the bag to allow the alcohol to pass through the sensor. Take the MAF sensor out and let the excess alcohol drip off. Set the MAF sensor down on a paper towel to drip/air dry. You may want to use the compressed air spray to blow dry parts such as the connector port. Allow the MAF sensor to dry completely before reinstalling it in the car. This will take between 1-12 hours. Reinstall.

      submitted by TrailOfDeadHondas


      [Modified by Boost Inside, 5:34 PM 3-4-2003]

    9. 03-04-2003 08:33 PM #9
      How do I clean my throttlebody?
      Unscrew 4 bolts in back with allen wrench. Use carb cleaner, or air intake cleaner, and gently wipe all grime and build-up away. Reinstall.
      submitted by TrailOfDeadHondas




      [Modified by Boost Inside, 10:38 AM 3-5-2003]


    10. Geriatric Member need_a_VR6's Avatar
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      03 325i
      03-06-2003 06:04 AM #10
      EGR Delete

      This first method was developed because some people have had trouble with the resistor trick. This is a bit simpler, but leaves the EGR control solenoid still wired and in the car. If you want that gone too, read below for the resistor trick.

      Remove your EGR can, just unplug the temp sensor and leave it hanging. The sensor does not have diagnostics so you can leave it unplugged with no problems. The open sensor has a default value, and you'll notice this on VAG logs.

      You'll have to clean up the vac hoses running to and from the EGR control solenoid (it's small and brown, one electricl connector, thee vac fittings). Just remove and cap what's necessary, I shouldn't have to explain too much here.

      If you leave the solenoid plugged in it'll just operate as it should, but with no effect on the running of the car. If you have issues, it's probably a vacuum leak from a spliced or capped line, check there first.

      Nice to have no EGR and no CEL!

      EGR Delete Resistor Trick

      The EGR solenoid/switch has a resistance of 30 Ohm, & the temperature sensor has a value of 2M Ohm to 700k Ohm, which decreases with an increase in temperature. I used a value of 1M Ohm in its place, since that's a ~median value of a warm engine, & an easy-to-find resistor value.
      Installing these two resistances in their respective places (mentioned
      below), my car idles better than it ever has. Until now I've just used the
      30 Ohm resistance in place of the EGR solenoid, & my idle would dip low
      after stabbing the clutch, but not quite die (without the 30 Ohm, it would
      die immediately with a warm engine). With both these resistances, the EGR
      is entirely electrically simulated, & my idle is like new, dropping to ~1k
      RPM & then slowly settling to 600-750 RPM.

      Here's where to connect the two resistances, if you don't have a Bentley.
      If you do, double check me! This "diagram" (*cough*) shows the wires coming from the EGR & its temp sensor plugs. If you still have the plugs in place, you can identify the plugs & their function by the wire color:

      green/grey ------EGR solenoid (30 Ohm)--- red/black
      brown/yellow ---EGR temp sensor(1M Ohm)--- violet

      Other notes:

      1M Ohm = 1 MegaOhm = 1,000,000 Ohms
      30 Ohm = 30 Ohms

      My EGR is physically removed from the engine... the connection points are
      capped off. An oil drain plug can be used to cap off the connection point at the exhaust manifold...it fits perfectly. Also remember to cap off the vacuum line that runs to the intake.

      Twist the wires together securely, use crimp/snap on connectors for the
      resistors, & mummify it all in heat shrink tubing. Soldering around the
      engine is dangerous, difficult, & solder tends to weaken & let go in
      environments with a lot of vibration. Don't let any metal show, since
      everything in the area(cylinder head, block, etc) is grounded.

      Resistors don't have a polarity or direction, so you can't get them flipped
      around. Just attach the two ends to the wires noted. If you still have the
      plugs in place, try putting these in the plug... make sure the leads can't
      touch each other, or Bad Things could happen!

      I used three 10 Ohm resistors- with 1W dissipation capacity each- in series
      for the 30 Ohm load. I wasn't sure how much power the EGR's switch used; I
      wanted to be safe with 3W handling. The 1M Ohm load, being much higher
      resistance & simply a sensor, received a "standard" 0.25W resistor. At
      Radio Shack, the 1W variety are grey & slightly larger than the 1/4 W beige
      ones.

      I have no credit to give on this one b/c I've had it saved for so long! If you're the original author, pls shoot me an IM or email and credit will go right here.


      Modified by need_a_VR6 at 11:54 AM 6-19-2003

      -Paul
      1995 GTI VR6 - Retired - 12.90@106 R32 power - 12.833@106 12v power
      KPTuned - Official MegaSquirt: Sales - Repair - Installation - Tuning
      MK3 Race Car Partout

    11. Geriatric Member need_a_VR6's Avatar
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      03 325i
      03-11-2003 09:46 AM #11
      OBD1 vs OBD2

      Any more info on this is appreciated!!

      e-mail here

      OBD1

      Model years 92-95, through the July 95 build date. Early ECU's used socketed EPROMS, later cars had soldered in EPROMS. ECU numbers are xxxxx through xxxxx.

      Early OBD1 cars (Passats and Corrados) had the scan plug underneath the shifter console and don't use an OBD2 compatible plug. There is an adapter available that lets you use the VAG-COM software on these cars.

      OBD1 uses a normal plate style throttle body, and uses an external idle air control valve to control the idle. The TPS is removable and replaceable. Idle adaptation (????)

      OBD1 features only a primary oxygen sensor (O2) for closed loop fuel trim. The O2 loop is disregarded at WOT.

      OBD1 uses exhaust gas recirculation (EGR) to lower emissions and the minimum octane rating. There is a control solenoid, as well as a vacuum operated valve in the EGR system.

      Later cars use a smog pump to lower startup emissions.

      OBD1 computers only have minimal diagnostic functions and do not have datalogging capability on board. There are many OBD2 blocks that are not accessable on these ECUs.

      Intake manifold is drilled for the EGR, early Throttle Body, as well as the idle air control valve. Not interchangeable with OBD2 ones without major modification.

      Early production 92 cars have no check engine light, all others are equipped with one.


      OBD2


      Model years 96-present, from the August 95 build date onward. ECU numbers are xxxxx through xxxxx.

      OBD2 cars feature the scan port in the dashboard for diagnostics, as well as a check engine light in all models.

      OBD2 uses a normal plate style throttle body, and uses an internal idle air control valve to control the idle. The TPS is not removable and replaceable. Idle adaptation can be done with the VAG-COM software(????)

      OBD2 features dual oxygen sensors (O2). The precat O2 is for closed loop fuel trim. The post cat O2 is used for emissions. The O2 loop is disregarded at WOT.

      OBD2 does not use exhaust gas recirculation (EGR).

      All cars use a smog pump to lower startup emissions.

      OBD2 computers only have full diagnostic functions and have datalogging capability on board. These codes can be scanned by a generic OBD2 reader, a VAG machine or the VAG-COM software package. There are many diagnostic blocks available.

      Intake manifold not drilled for EGR, or the idle air control valve. Not interchangeable with OBD1 ones without major modification.

      The VAG-COM software site is HERE



      [Modified by need_a_VR6, 10:37 AM 4-8-2003]

      -Paul
      1995 GTI VR6 - Retired - 12.90@106 R32 power - 12.833@106 12v power
      KPTuned - Official MegaSquirt: Sales - Repair - Installation - Tuning
      MK3 Race Car Partout

    12. 03-23-2003 04:32 PM #12
      Cam installs w/o valve spring replacement.

      Cam install on MKIII 12v

      Cam install on a MKIV 12v


      [Modified by tatge, 5:25 PM 3-26-2003]


    13. 03-31-2003 08:37 AM #13

    14. Geriatric Member need_a_VR6's Avatar
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      04-11-2003 03:43 PM #14
      Good link for VR6/8 W8,12,16 technical design info

      http://autozine.kyul.net/technical_school/engine/tech_engine_packaging.htm

      {submitted by ninja-vanish}


      [Modified by need_a_VR6, 3:44 PM 4-11-2003]

      -Paul
      1995 GTI VR6 - Retired - 12.90@106 R32 power - 12.833@106 12v power
      KPTuned - Official MegaSquirt: Sales - Repair - Installation - Tuning
      MK3 Race Car Partout

    15. 04-22-2003 04:59 AM #15
      Firing Order: 1-5-3-6-2-4

    16. Geriatric Member need_a_VR6's Avatar
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      05-16-2003 04:06 PM #16
      A note about oil temps

      Quote, originally posted by Daemon42 »
      Come on folks.
      Don't even *blink* until your oil temps hit 235+F.. the VR6 doesn't.
      It'll happily run 230's all day long and it's possible to see 250-260 if
      pushed hard on the highway, like A/C on, 104 degrees out, uphill.

      And if you run it on the track, it's good till about 280F, and then
      you should consider backing off a little. Mine's seen just a tick
      over 300F on the track and is none the worse for wear.

      When I see people worried about oil temps of 200-210.. I seriously
      gotta roll my eyes. The VR6's *optimum* temps are between 180F
      and 210F, and it's only mildly warm in the 210-235 range.
      There should be something in the VR6 FAQ here.
      The VR6 RUNS HOT and that's normal!

      ian


      Modified by Daemon42 at 9:14 PM 5-14-2003

      -Paul
      1995 GTI VR6 - Retired - 12.90@106 R32 power - 12.833@106 12v power
      KPTuned - Official MegaSquirt: Sales - Repair - Installation - Tuning
      MK3 Race Car Partout

    17. Geriatric Member need_a_VR6's Avatar
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      09-11-2003 02:53 PM #17
      A note about compression, preignition, detonation and fuel choice

      Something I found that I thought was pretty neat.

      http://naca.larc.nasa.gov/repo...2.pdf

      A bit on the old side but it's still all very true.

      Key points on compression vs fuel type, additives, alcohol/gas mixtures, altitude, etc.

      -Paul
      1995 GTI VR6 - Retired - 12.90@106 R32 power - 12.833@106 12v power
      KPTuned - Official MegaSquirt: Sales - Repair - Installation - Tuning
      MK3 Race Car Partout

    18. Moderator EPilot's Avatar
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      Present:2012 GTI Past: 99.5 GTI GLX, 95 Golf Sport, 78 Bus…
      09-15-2003 10:48 AM #18

    19. Geriatric Member need_a_VR6's Avatar
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      09-24-2003 02:03 PM #19
      A little tip for removing wires from the coilpack...

      Quote, originally posted by Ph00 »
      A thin coating of lithium grease on the outside of the plastic posts on the VR6 coilpack where the wire plug on makes the wires slide on and off very smooth which reduces the chance of breaking the coilpack posts when removing the wires
      -Paul
      1995 GTI VR6 - Retired - 12.90@106 R32 power - 12.833@106 12v power
      KPTuned - Official MegaSquirt: Sales - Repair - Installation - Tuning
      MK3 Race Car Partout

    20. Geriatric Member need_a_VR6's Avatar
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      10-15-2003 09:07 AM #20
      Submitted by RadoBoi

      A note about 2nd gear grind

      Quote »
      Ok first...This may not apply to everyone...but in my case it wasn't the syncro.

      So, every since I bought my car the 2nd gear liked to grind on occasion...I read around and learned it was my second gear syncro going out and I should try switching to redline tranny fluid...I did.

      When I put in the tranny fluid I noticed absolutly no difference...That seemed weird cause everyone else I read about said it was a night and day difference with redline fluid.

      So I was driving to get a slurpee one night and I did a 5 grand shift from 1st to 2nd... thats all it took....somehow 2nd gear wasn't working...I had to drive home with no 2nd gear...it would grind everytime I tried to put it in. I was able to start out in second but not when moving.

      I had my dad help me try and figure out what had happened...he had me shift around through the gears while he watched the shift cables.

      That was the problem...when shifting into second the cable would bow way out...we rolled up the rubber gaurd to take a look...it was broken.


      I checked out out my friends GTI VR6 and noticed his was rock solid so it was obviouse what was wrong now.

      My shifter had always felt stiffer than his and I guess I finally know why...

      I get the new cable tommarrow so I will let you know how it works out, I'm just hoping the cable didnt cause my syncro to wear out completly...but I doubt it.

      CHECK YOUR SHIFT CABLES, SAVE A SYNCRO

      -Paul
      1995 GTI VR6 - Retired - 12.90@106 R32 power - 12.833@106 12v power
      KPTuned - Official MegaSquirt: Sales - Repair - Installation - Tuning
      MK3 Race Car Partout

    21. Moderator EPilot's Avatar
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      11-20-2003 05:08 PM #21
      DIY - Removing and cleaning a MKIV throttle body (throttle valve control module) http://forums.vwvortex.com/zerothread?id=1116399


      Modified by EPilot at 2:41 AM 12-3-2003

    22. Moderator EPilot's Avatar
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      12-29-2003 04:04 PM #22
      DIY - Replacing the main water pump on a MKIV 12v VR6
      http://forums.vwvortex.com/zerothread?id=1154344

    23. 03-01-2004 02:01 PM #23
      Very well written DIY - replacing the timing chains and related parts on a 12v VR6:

      http://forums.vwvortex.com/zerothread?id=1264409

      -Nate


    24. Moderator SLC4EVER's Avatar
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      06-23-2004 04:10 PM #24
      Spark Plug Gap - Measuring and Adjusting

      NGK - BKR5EKUP

      Submitted by Steve Colen II.

      The way most plugs work is that the spark will jump from the electrode to the point in a straight line, this is a simple gap and easy to measure. In the case of the VR6 plug, the spark will jump from the electrode, travel across the surface of the insulator, then jump the gap to the points. Therefore the gap isn’t the distance from the electrode to the point, but rather from the insulator to the points.

      To gap this plug a wire gauge must be used since the point has an arc that maintains an even distance to the insulator and electrode. Use a .7 mm wire gauge and slide it in-between the point and the insulator, then adjust the point until the wire gauge fits between them without any slop at all. Most gapping tools will have a little notch in them that will allow you to grab the point. The key is very small increments, so don’t bend the point, just apply pressure on it and keep measuring even when you don’t think it moved.

      http://forums.vwvortex.com/zerothread?id=1458763

      Nice job Steve.

      Dak
      I drive waaay too fast to worry about my cholesterol.

    25. Global Moderator David@vwvortex's Avatar
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      07-25-2005 07:52 PM #25
      DIY Seamfoaming the Engine Submitted by ericthebikeman:

      http://forums.vwvortex.com/zer...83762


    26. Global Moderator David@vwvortex's Avatar
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      09-18-2005 09:52 AM #26
      Secondary Air Injection Incorrect Flow (P0411) fix posted by benny_mech:

      http://forums.vwvortex.com/zerothread?id=1995162


    27. 02-01-2006 07:50 PM #27
      Great DIY for replacing the t-stat housing and "crack pipe" on a 12v VR6. Also has a link for removing the front end and bringing the "lock carrier" to the service position on a MKIV car.

      T-stat housing and "crack pipe" replacement DIY


    28. 02-18-2006 11:30 PM #28
      DIY for replacing the alternator - http://forums.vwvortex.com/zerothread?id=2455185.

      Gary


    29. Moderator staggered mk4's Avatar
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      08-30-2006 10:04 PM #29
      DIY- Replacing the downpipe/cat on a 12v VR6 and using a 24v cat on a 12v DP by FaelinGL

      12v cat and downpipe replacement


      Modified by staggered mk4 at 10:08 PM 8-30-2006

      "The hype of a wheel is not a derivative of its price... The cost is a derivative of their hype." M. Burroughs of Stanceworks

    30. Moderator staggered mk4's Avatar
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      01-26-2008 05:40 PM #30
      Another alternator replacement DIY with fuel line replacement added for the MkIV 12v VR6 by Slimjimmn.

      http://forums.vwvortex.com/zerothread?id=3644162

      "The hype of a wheel is not a derivative of its price... The cost is a derivative of their hype." M. Burroughs of Stanceworks

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