Wiring: ECU etc

Engine 'management' Options:

• K-Jet management from mk2 Golf 16V. This is what I used as this is by far the simplest, and people seem to run respectable power figures.
• KE-Jet. This requires a few more sensors including a Lambda sensor in the exhaust system (Which is what came in the 9A engine Passat as std and believe comes on the Corrado as well).
• Custom Standalone, Mega Squirt etc. Apparently better but more involved.

First things first....LABEL the mk1 loom as you remove it from the engine, sensors etc, if possible take pictures. I numbered each and checked I knew at least vaguely what each thing was called before I removed any wires. It makes life considerably easier if you get confused later on, do the same if you are braking a full car for the 16V engine.

K-Jet (Mk2 16V KR) with Mk1 Engine Loom

This is the 'bare minimum' setup.

What you need (See Image 1 - Mk2 K-Jet 16V ECU and TCI Loom ):

• Mk2 KR ECU (Preferably with mounting bracket)
• Mk2 KR TCI
• Mk2 KR ECU/TCI Loom

The minimum parts required for K-Jet are shown in Image 1, its not much wiring and there's no need for any of the bits that go inside the car. The existing Mk1 'Main' Loom handles the rest of things (temperature senders etc). You only really need 16V loom to handle the coil, distributor, throttle switch and ISV. There are various Conversion looms available commercially (e.g. TSR diagram attached), no real benefit in using them over the standard loom.

K-Jet (Mk2 16V KR) with Mk2 Engine Loom

This assumes you are installing the whole Mk2 16V setup, so no guide is required as you will be copying the 16V bay, wiring, hardware, pipe routing etc.

What you need (See Image 1 - Mk2 K-Jet 16V ECU and TCI Loom ):

• Mk2 KR ECU (Preferably with mounting bracket)
• Mk2 KR TCI
• Mk2 KR Complete Engine Loom, Multi plugs in back of Fuse box (Only if late mk1 with blade fuse type fusebox) to various behind dash and into Engine bay. Include the ISV control box from behind dash.
• Mk2 KR ECU/TCI Loom

If doing this option, replacing the whole loom, it is likely you will be fitting the Mk2 KR ISV (part of the point of doing this conversion), so inevitably:

• Mk2 ISV and appropriate pipe work.

See "MK1 Golf 16V Main Wiring loom" for notes on using the MK2 Golf Loom
Note, Remove Mk1 TCI and its small loom section, these are not required as replaced with 16V items.

A: Vacuum Tube.

B: Three Pin Multi Plug (Black/Yellow, Red/Yellow, Black/White)

C: Single Ring Terminal (Black)

D: Single Spade (Black)

E: Single Spade (Green)

F: Single Ring Terminal (Brown)

G: Three Pin Multi Plug (Grey/Green, Red/Black, Brown/White)

H: Single Spade (Blue/White)

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Image 2 - Image 2 - 9A Block with sensors

Note: I believe the image is of a American spec 9A engine, but the image helps for labelling of sender/sensor positions.
1 and 2:
3, 4, 5 and 6:

• • • Top Left; I have my ECU temp sensor here (labelled as 3 in the image), but mine is a single spade sensor like '5'. This is where 'H' on the above loom locates. Single Spade Blue/White Wire to ECU loom. Here is shown as a two pin multi plug, maybe required for alternative management instead of the Mk2 16V K-Jet.
    • Top Right, As in image, a single spade temp sensor for the coolant gauge on dash (Direct connection from mk1 loom). Single Spade Yellow/Red Wire to main Mk1 Loom.
    • Bottom Right, The Thermo-time switch (Again, direct connection from existing mk1 loom). 2 Pin Multiplug (Green/White and Black/Red Wires) to main Mk1 Loom.
    • Bottom Left, Vacant. If you are running a 16V ISV setup you will need this for an additional single spade temp sender.
    7:
    
    Oil Temp Sensor, exactly same location and connection as Mk1 engine, Rear of Head on Right hand side. Single spade Green/Black wire to Main Mk1 Loom. This controls Oil Temp on the dash digital VDO gauge, but can also be linked to a VDO analogue dial instead (NB, will not work for both at same time).