I've been looking into getting rid of the DI system for a full port injection conversion. Reason is that DI cannot support the power levels i'm going for and I would like to simplify my fueling setup. I would have to convert to a standalone management system and made a list of things I might have to consider. Anyone have any input?
TFSI DI to port injection conversion:
Parts Needed:
Manifold mounted injector rail and injectors (may need staggered set, 2200cc required at 90% DC to meet target HP goal)
Standalone ECU
HPFP blockoff plate
Non-PWM style LPFP system (unless using aftermarket PMW controller such as aeromotive)
External regulator and lpfp filter if running fuel with alcohol content (methanol, ethanol, etc)
Possibly: Cluster, aftermarket prop valve for brake bias control
Special Considerations:
How can standalone ECU communicate on existing CAN network? If baud rate matches and it will run on K-line is it just a matter of programming the ECU? Can it be integrated with other network devices like the cluster, steering column, lighting, ABS, airbags, other BCM’s and TCU for DSG vehicles?
- Will current steering rack become unassisted without CAN input? Can test by unplugging CAN wires to rack and observing.
- How will aftermarket clusters be integrated with the non-factory ECU?
- How can ABS/TC be maintained? Only with high end ECU’s like Motec?
Parts that can be removed:
RS4 DI injectors (replace with stock or plug)
APR HPFP
RS4 FRV
AN pump adapter lines
Removing the DI system will remove:
LPFP PWM controller
DI injectors (if plugging head)
DI rail, rail pressure sensor, return valve, assoc. lines
HPFP, feed lines, pressure sensor on pump, pump control solenoid
Cam follower
Total of 8 wires ( 3 at each pressure sensor, 2 at HPFP solenoid)
