Mk3 2.0 o2j swap how to#
Mk3 2.0 o2j swap upgrade#

We'll include details on the 1.8T and TFSI /TSI wiring requirements in the relevant sections below. Connecting up the 24v variant is made easier thanks to off-the-shelf, plug-and-play harnesses from Eurowise. Wiring a VR6 in is similar to the ABF swap, but you have to account for the coil pack ignition, auxiliary water pump, and lambda sensor. Many exhaust manifolds will come with a Lambda boss already welded in. Don’t forget that the ABF also runs a lambda sensor in the downpipe so you’ll have to make wiring provision for that. Should you wish to put an ABF into a 1987 onwards CE2 (Digifant) 8v Mk2 Golf the process is made a lot easier as the Mk3 loom will easily splice/plug into place.

Mk3 2.0 o2j swap how to#

Telling you how to do it here would consume our entire word count, so look to the internet for forums such as Club GTi for ECU pin-out diagrams. Swapping to a CE1 (K-Jet) or CE2 (Digifant) loom, or splicing CE1 into CE2 for the ABF is fairly straightforward once you know the layouts of the fuse board plugs and can identify relay functions. If you are fitting a pre-’96 ABF ECUs they don't have an immobiliser fitted, saving you some hassle. The latter will retain the immobiliser box, the key with the chip inside, transponder, and ignition barrel from the donor vehicle. You can either cut and splice the CE1 fuse board into a Digifant loom following this Club GTI guide or use a complete Mk2 Golf / MK3 Golf / Ibiza CE2 fuse board and Digifant 3.2 ECU. If you are working on a Mk1 or early Mk2 then there are 2 viable options for converting from CE1 to CE2 as fitted from 1989 onwards. You might be the best mechanic in the world, but if the cables aren't connected correctly it's unlikely you'll be driving very far. One of the biggest headaches with any engine conversion can be the wiring. This will leave you needing to convert the rear axle to 5/100 PCD to match though. You may choose the slightly wider track GTI/VR6 Golf Mk3 subframe, wishbones, and 5 stud stub axles allowing access to larger brakes and a host of bigger OEM wheels from the VAG back catalogue. You could also enlist aftermarket options from the likes of Hi-Spec, Wilwood, and Tar-ox or bolt-on OEM Porsche Boxster stoppers if you fancy sprinkling some Stuttgart sauce on your project. If your wheel size will allow for it, SEAT offered 305mm discs clamped by Brembo four pots on the ‘99 – ‘01 Ibiza Cupra R, which are conveniently 4x100 PCD. Performance brake discs come in numerous flavours, and we stock Black Diamond brake pads to help slow things down. These will limit your wheel choice to 15' or larger. 280mm G60 front discs with matching Girling G60 calipers and G60 caliper carriers are an obvious choice for Mk2 Golf owners and can be achieved on the Mk1 through the use of caliper conversion brackets. Mk2 GTi rear discs can be fitted using the matching Mk2 rear stub axles, we list a Mk1 Golf rear disc kit, which utilises the Mk4 Golf rear calipers.

Mk3 2.0 o2j swap upgrade#

If you’re starting with a Mk1, especially a smaller engine model, you’ll want to upgrade the brakes to Mk1 GTi front discs (239mm) and ideally a Mk2 Golf 9-inch servo and 22mm master cylinder at the very minimum. If you are yet to source the car in question do check out our Mk1 Golf Buying Guide, Mk1 Golf Cabriolet Buying Guide, Mk2 Golf Buying Guide, Mk3 Golf Buying Guide, and Corrado Buying Guide to help steer you in the right direction. It can be understated and sophisticated (up to a point) or it can be raw and animalistic like a race car, an engine conversion allows you to really build your car as you want it to be. The power and reliability of a more modern engine packaged up inside a car which to the average person in the street looks slightly out of place, a bit old, and probably slow. An engine conversion offers the best of both worlds. Older cars have charm by the bucket load, whether it reignites nostalgia from your youth with their seventies and eighties styling, or it's an act of rebellion against the modern hatchback 'that you should be driving' when you grow up. The principles should also apply to slightly later VW classics such as the Corrado and Golf Mk3, although some conversion parts may not be required. Whilst the title of this article might name-check Golf Mk1 and Mk2 owners, it will equally be as useful for enthusiasts with Scirocco Mk1 and Mk2, Mk1 and Mk2 Jetta, Mk1 Cabriolet, and Mk1 Caddy projects.