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To access the fault system, turn the ignition on (but don't start the car) and place a jumper between the brown wire on the black connector and the yellow wire on the white connector under the shift boot, for at least 5 seconds. Remove the jumper, and the CHECK light on the dashboard should flash one long pulse, then several shorter pulses (with spaces) indicating codes. Please click here for an example. The example picture above would indicate a 1234 code. Connect the jumper again for at least 4 seconds to advance to the next code. When "0000" (2.5s flashes at 2.5s intervals) or "4444" is read, the sequence is completed. To clear the codes, connect the jumper with the ignition off, then turn it on. After 5 seconds, remove the jumper, and "4444" should be read.

To access the fault system, locate the white/red wire behind the fuse box (it might be hidden under the carpet), it is a single spade connector (red) coming out of the main engine harness from the firewall. (see note for 1987-1989 California cars below). Connect an LED test light between this point and a battery positive (+). The LED should light briefly when the ignition is switched on, indicating the system is responding. The LED should go out. If not, a fault is stored. To check faults, connect a jumper wire between the same test pin connector and ground (-) for at least five seconds. Remove the jumper, and the LED should flash one long pulse, then several shorter pulses (with spaces) indicating codes. Please click here for an example. The example picture above would indicate a 1234 code. Connect the jumper again for at least 4 seconds to advance to the next code. When "0000" (2.5s flashes at 2.5s intervals) or "4444" is read, the sequence is completed. To clear the codes, connect the jumper with the ignition off, then turn it on. After 5 seconds, remove the jumper, and "4444" should be read. NOTE: On 1987-1989 California emissions models, there is a "CHECK" button on the dashboard. It acts as the jumper wire and the LED; follow the directions above, but depress the button as if you were connecting the jumper wire, and the CHECK light will flash codes.

To access the fault system, turn the ignition on (but don't start the car) and place a jumper between the brown wire on the black connector and the yellow wire on the white connector under the shift boot, for at least 5 seconds. Remove the jumper, and the CHECK light on the dashboard should flash one long pulse, then several shorter pulses (with spaces) indicating codes. Please click here for an example. The example picture above would indicate a 1234 code. Connect the jumper again for at least 4 seconds to advance to the next code. When "0000" (2.5s flashes at 2.5s intervals) or "4444" is read, the sequence is completed. To clear the codes, connect the jumper with the ignition off, then turn it on. After 5 seconds, remove the jumper, and "4444" should be read.

To access the fault system, place an LED test light* between the red wire on the black connector and the yellow/black wire on the blue connector under the shift boot. Then turn the ignition on (but don't start the car) and place a jumper between the brown wire on the black connector and the yellow wire on the white connector for at least 5 seconds. Remove the jumper, and the LED should flash one long pulse, then several shorter pulses (with spaces) indicating codes. The example picture above would indicate a 1234 code. Connect the jumper again for at least 4 seconds to advance to the next code. When "0000" (2.5s flashes at 2.5s intervals) or "4444" is read, the sequence is completed. To clear the codes, connect the jumper with the ignition off, then turn it on. After 5 seconds, remove the jumper, and "4444" should be read. *Note: California cars come equipped with a "CHECK" light on the dashboard. This light is used in place of the LED, which is not required on these models. Just use the jumper.

Passat, EuroVan, and A3 switched to mostly white wires after 1993. Use the other models as a guide if your car does not have white wires.

Passat, EuroVan, and A3 switched to mostly white wires after 1993. Use the other models as a guide if your car does not have white wires.

Central Electric 1 Cluster pinout in Volkswagens. Covers Golf and Jetta 85-90, Scirocco 82-88, Quantum 82-88, and some later Rabbits and Jettas.

Central Electric 1 Cluster pinout in Volkswagens. Covers Golf and Jetta 85-90, Scirocco 82-88, Quantum 82-88, and some later Rabbits and Jettas.

Speaker sizes in Volkswagens. Note: much of this list is still unverified, and it is still a work in progress.

All pin-outs are looking at the face of the connector. NOTE: There are two kinds of CD changer connectors for pre-99 VWs. One is pink, and one is black. The pink connector is for the panasonic radio (manufactured by Matsushita, with data and RCA connectors at the changer), and the black one is for the Clarion radios (single connector at the changer). These are NOT the same. THe pinout that follows is for the Panasonic radio only. NOTE: certian US-built models have a different radio conector style then shown here. THey have a black 4 pin connector and then individual plugs to the radio for each speaker. The wire colors shown below still apply.

Motronic engine computer for the VR6 (AAA code) and 4 cylinder 2.0 (ABA code) engines. Wiring is substantially similar between all 4 engines, with differences noted below. Bosch manufactures this system. The OBD1 system is called Motronic M2.9 (M2.9.1 for engines with coil pack), and OBD2 is called Motronic M5.9.

Digifant II was the secondin a line of Digifant injection systems (Digijet was Volkswagen's first electronic injection system, then Digifant I, which is very similar to Digifant II, were both used on the Vanagon in the early 80s). Unlike Digijet, it integrates digital ignition control as well. It is full electronic, and uses individual electronically controlled injectors, which are batch-fired. It has integrated fault memory and diagnosis, and was equipped with an OBD fault warning light in California models before the more emissions-specific Digifant I was released. Digifant II receives information from the hall generator (provides engine speed), the air flow sensor (provides engine load), the coolant temperature sensor, the air intake temperature sensor, the oxygen sensor, basic throttle position, and the knock sensor to adjust the fuel/air mixture. Unlike Jetronic or Motronic, the engine control unit has full control of the fuel mixture, taking into account engine load and speed, and referencing a map to produce a value for injector timing (all injectors are wired in parallel and are batch fired). Adjustments are made for a cold engine, high load (A/C), idle, or full throttle. Ignition timing is referenced in the same way, taking into account knock, in addition to load and speed. Corrado G60 engines also use this same connector, referred to as "Digifant I", but is not related to the California emissions Digifant I. It has the same pin-out as Digifant II, though with boost enrichment, and a CO potentiometer rather then a mass airflow sensor.

Digifant I was developed by Volkswagen to answer growing smog regulations in the state of California (and thus, was only sold there). It had EGR capability, and fault memory and diagnosis built-in. It has a coil with a power stage, and no separate ignition control unit. It has individual control of the injectors (though they are still batch fired), and a throttle potentiometer for full throttle sensing capability, rather then just idle/WOT switches. The G60 version uses a CO potentiometer rather then a Mass Airflow sensor (also a different ECU is used, but the connectors are the same).

Motronic is a much simplified CIS-E system. It is similar to Jetronic in many ways, but also very different. It still uses a mechanical fuel distributor, but has much finer control of the engine. It has integrated knock, ignition, and oxygen sensor control in one control unit. It's coil has a power stage as well. It is also the first CIS system with integrated fault memory and diagnosis. This, coupled with the ability to be fitted with an EGR system, made Motronic suitable for installation in all 50 states (California having the EGR system and OBD fault warning light installed). It was only available on the 2.0 16v. Motronic operates very similarly to Jetronic, except that it is digital, and combines multiple functions into one control head. It takes into account coolant temperature, oxygen content of the exhaust, engine speed, vehicle speed, knock (via 2 sensors), timing, basic throttle position, and EGR temperatures (California only) to control basic fuel metering via the differential pressure regulator, fully control idle air, and adjust timing as well. It also has built-in cold start control (Jetronic relies on an external thermo-time switch and cold start valve). The differential pressure regulator current can be the most telltale test applied to a Jetronic or Motronic vehicle to diagnose it's operating condition (provided everything else is in working order).

KE-Jetronic (or "CIS-E", which means "Continuous Injection System with Electronic control") is a variant on the much more basic Jetronic system. It uses the same ignition controller, but comes with a much more advanced oxygen sensor computer, and sometimes a knock sensor computer as well. It has several wiring variations, depending on the year, model, place of assembly, etc. It was used on various Golfs, Jettas, and GTIs (including 16vs) from 1985-1989. It was replaced by Digifant II on Jettas in late 1987, and Golfs in 1988, but it survived on 16vs until 1989. It had very primitive fault diagnosis (only on cars equipped with a knock sensor). There was no fault memory. Operating theory is a bit more advanced then basic Jetronic. While a vane meter fuel distributor still is used for basic fuel metering, a new Differential pressure Regulator is also used to fine-tune fuel control electronically. Coolant temperature, oxygen content, and basic throttle position (idle or WOT) are all taken into consideration. Knock is taken care of via a specialized controller (GTI/GLI only) that senses knock, engine load, and timing, which is adjusted to eliminate knock. The differential pressure regulator current can be the most telltale test applied to a Jetronic or Motronic vehicle to diagnose it's operating condition (provided everything else is in working order).

Covers 89-99 Golf and Jetta, 90-97 Passat, all Cabrios, Corrados, and EuroVans.

Central Electric 1 in Volkswagens. Covers Golf and Jetta 85-90, Scirocco and Cabriolet 85-93, Quantum 82-88, and some later Rabbits and Jettas.

This covers the 1985-1989 Golf and GTI built in the USA ONLY.

Credits: http://forums.tdiclub.com/showthread.php?t=75959

Credit: dubnetworks.net

Ahh, drum brakes, the oldest of the old. The dirtiest of the dirt. Hated by most everyone for being over dirty, and hard to work with. With the help of this DIY you’ll be able to tackle your drum brake psychosis.

REPLACING TIMING CHAINS, TENSIONERS AND GUIDES ON A MKIV 12v VR6 Written by: Dr. Gary Thompson (Vortex SN: VgRt6) Original Post from VWvortex

This how-to is/was hosted at http://www.geek-out.com/vw/bigbumps.htm . The instructions are for a Volkswagen Caddy; however, the process is virtually the same for a Cabriolet. A2 “big bumpers” look best on USA-built A1 Volkswagens due to the height of the front valance/radiator support (sheet metal below the grille). On the USA-built cars, the A2 bumper meets up with the grille creating a somewhat seamless look; while on Cabriolets, a small section of the valance/radiator support will be seen unless the bumper can be raised. What this means: the A2 bumpers look better on the USA-built cars and look silly on Cabriolets unless it’s done right.