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Another update on the spreadsheet for now... When I get organised I will put this properly onto S2central.net along with johne's tremendous document.
Note - the references to B75 and B76 on the INTRO sheet are for schematics for aircon as found in the wiring area of S2central.net
This stuff can drive you bit mad so if anyone spots any mistakes I would welcome that... If I look at this in a months time it will look like someone else's work anyway - LOL
I tell thee... if V71 just moves between open and closed then it would be easy to create a simple circuit that the CCU can drive the existing N63 with.
I guess that V71 operates off 5V and not 12V like N63 - still easy enough though.
Also - tell me resistance 'seen' by CCU pin B17 into G113 in open and close positions.
Removed some key components from the s2, glove box, scuttle trim pollen filter.
Had a good look at the evap housing and compared it to the A4 unit on the floor in my office. They are remarkable similar and the recirc flap has the same orientation.
I still think it my be possible to install the V71 onto the s2 evap housing.
Dose any body have a picture of the end of an s2 evap housing ?
Here is the A4 unit
I've had a look at the best picture I've got and it's not conclusive. My sense is that you may well be able to fit V71, even if the fixing locations aren't there by using silicon glue/and/or making your own fixings but the bigger problem could be that there isn't room for V71 when you try to fit it back in the car
I remember the housing is very tight up to the bodywork so it would be good if you could have a look before you remove your old unit and push your hand up where V71 will be to gauge if there's room.
As you suggest, an easy fallback is to mount a microswitch on V71, hide V71 with microswitch on top of the evaporator housing and use the microswitch to trigger N63.
Delayed by kids n dogs but here goes... should be easy if you can cope with a couple of lil relays to do the conversion from V71/G113 to N63 and keep the CCU happy. The logic needs to be checked with regards voltage levels seen on B17 when flap is open or closed. See the note...
Tweaked and with notes on basis on assumption that OPEN places ~5V into B17 and 0V when CLOSED. Logic could be wrong way round - just swap pins A & B though. Ignore previous version.
Tweaked and with notes on basis on assumption that OPEN places ~5V into B17 and 0V when CLOSED. Logic could be wrong way round - just swap pins A & B though. Ignore previous version.
Paul, I'm not sure this is going to work because as I understand it the CCU energises D5 & D13, one +ve the other -ve to drive the motor in a particular direction until it gets position confirmation - say fully closed i.e. recirc position from the voltage on B17 (4.5v) - at which point the CCU stops driving the motor via D5 & D13.
When the CCU wants to open the recirc flap the process is reversed until B17 reads (0.5v).
The consequence is that with your circuit N63 will only be activated during both of the flap transition periods and won't ever hold long term in the recirc position.
Actually, it may just oscilllate as JQ2 pulls in and out and the CCU thinks it's made the end point, cuts off drive to D5 & D13 which will cause JQ2 to change state at which point the CCU will cut in again to drive D5 & D13 and so on.
I believe the easier way around this is either to go the microswitch closed by V71 route or just use a CCU from MY '96 or older!
Did you ever lift the tin lid inside the CCU - if there is an EPROM in there it is possible to put MY96 s/w in there and make it drive the D6 output ?
You need to get VAGCOM talking to it somehow anyway to code it properly - and there is at least a chance it can be coded in a way to activate D6...
That all said - good luck finding a solution for V71/G113 in the B4 housing. Maybe you will be grand with some double sided sticky tape and a pair of Val's old knickers
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