bigBADbenny wrote:Awesome but why not use ign2?
Yeah it is definitely is the preferred option to use IGN2. I have a day off today, since I worked Sat, so I'll have time to look into it . I just wanted to clarify the circuit, even if I don't use it.
bigBADbenny wrote:Awesome but why not use ign2?
RX25SE wrote:The circuit you show will need a diode to stop the relays contact circuit from back feeding the vehicles crank circuit. This potentially means the engine will continue to crank when the key is moved back to the run position.
If you are worried about the load on the circuit supplying both the control coil and the device, use the relay in your diagram to drive the control circuit of a second relay. This second relays contact circuit can then draw from the battery to power the device.
bigBADbenny wrote:IGN2 is right there in the cabin fuse box, lowest row iirc:)
bigBADbenny wrote:I'll take a peek at mine too. The issue being you have a certain issue that's burning out the wbo2 sensors? Where exactly eg distance from turbo/exhaust port and angle of insertion, and dump type, in your car?
tom_kauf wrote:
I confirmed that the Secondary Air Pump (Exhaust Gas Recirculation) Relay control signal wire only gets power with the engine running . And it actually stays powered for the entire time (not just on engine warm-up, when the Secondary Air Pump would usually stop after ~20sec).
The multimeter probe in the picture below is in the contact that I'll be using.
tom_kauf wrote:And yeah, it is the ECM that controls that Relay, like you thought.
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