MK3 2L to early MK1 Golf

Hi All

My name is Chris and I'm from Australia and this is my first post although I've been signed up to this forum for a little while now.

I'm in the process of rebuilding my early Mk1  (1976 4 door) and thanks to the kind weather we get here in Australia, the only welding/rust repairs have been limited to the inner foot wells and little on the C pillars by the rain drip channels by the rear doors.

For more info on my beast have a look here (lots of pics)

My MK1 - updates

The next stage is to fit my Mk3 2L 8v motor and 020 5spd and I'm hoping  someone who's done this swap can help with wiring info.

I like to retain the factory fuel injection complete with factory immobiliser - Has anyone else done this swap and if so how did you handle the electrics? Did you use the entire Mk3 loom and splice the Mk1 wiring in or only use part of the Mk3 loom in conjunction with the existing Mk1 wiring?

My biggest challenge so far has been trying to find info on the factory immobiliser and a proper wiring diagram that shows the immobiliser - the one diagram I have does not have an immobiliser - I'm lead to understand that it's an American wiring diagram as they didn't get immobilisers until late the  MK3's life?

All suggestions and/or help appreciated.

Cheers

Chris from Aus

since you don't say what code engine it is, here are 2 that I know of which are late enough to have an immobiliser:
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and immobiliser wiring:
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and finally vag-com:
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Problem with your MK1 is it has the early type glass/ceramic fusebox, which is a pain to wire up for later injection systems as it has bugger all in terms of feeds you can use for the ECU and Fuel pump relays. I recently did an ABF wiring loom conversion for this type of fusebox, and what I did was bypass the MK1 fusebox altogether by fitting separate VW relay holders for the fuel pump and ECU relays, these clipped above the fusebox nicely.  Get down the scrappy and pillage a load of MK3s, in particular various ABS relay holders work well for the fuel pump relay, as they have the correct extra large spade terminals in to suit the VAG pump relay.  Oh and don't forget an inline fuse holder for the fuel pump as well.  You'll see what I mean!

Once you sort all of that you just have a few power and earth feeds to splice into your fusebox.  When I do MK3 engine conversions I also bin the MK3 coil as they're very unreliable, and fit MK2 coil + TCI setup. You can also find this on later MK1 Golfs as well, what you need is the coil, tci and loom between the 2.  Basically any VAG motor with a hall sensor in the dizzy with the TCI-H unit separate from the coil.  This also has the added advantage that it will run your rev counter direct.  With the MK3 coil you have to open it up and splice a wire to the -ve side to run the rev counter.

Other option you have is to use the MK3 fusebox, but this will mean a fair bit of wire splicing for the dash, lighting and rear looms.  With the right diagrams it wont be so bad though.  These I can supply, plus if you check various other forums they have the full version of my fusebox FAQ which covers the CE2 fusebox as fitted to the MK3 & Corrado plus post-90 MK2 Golf.  The on on here only covers the later ceramic and blade fuseboxes as fitted to MK1 and scirocco.

Thanks for the info John, should have said before - my 2L is an ADY from 1995 MK3. As you've pointed out, the early wiring in my car is a pain and I am planing to strip the Mk3 loom and use a small secondary relay panel/fuse panel for my new engine wiring.

Chris