I don't seem to get the logic I thought I understood half a year ago.
But that's not uncommon for me, the issues become very real when you actually are performing the installation, instead at the planning phase...
- DIYPNP in a Euro 99 with the goal to be able to change the ECU to the stock one without any problems (i.e. no wire taps in the OEM harness etc).
- Now a VVT engine that have got it's injector harness modified to include the ignition (so it plugs straight into the 99 harness, and runs).
So my plan is to add the VVTuner to the DIYPNP through a harness just between the DB15's (the OCV connection is made through a separate connector, since that's not part of the OEM harness).
- I anticipate that I should not connect the sensor 12V output from the VVTuner to the DIYPNP since the sensors already get their 12V from the DIYPNP. Correct?
- Should the Sensor Ground form the VVTuner be connected to the SG in the DIYPNP or is this a good way to introduce noise?
- Which is the best way to run the CMP and CKP in my setup, just tapping the signals to the VVTuner or run them trough the VVTuner (setups that runs on default settings are always a better option for me if there is no real difference)?
I have made a harness with a connector block for the five wires (CKP in, CKP out, CMP in, CMP out and Signal Ground) so I can figure it out (without soldering in the car), but it would be nice with some common wisdom.
I'll draw some ugly diagram if I can get anything to work tonight.
I hope it will run as before with longer wires if I need to just connect the CMP and CKP back to the DIYPNP, without the VVTuner, as a last resort.
Testing without the VVTuner should be the first test I think (so I know if any of my new soldering in the DIYPNP is flawed).