The G60 ECU is based on the Motorolla MC68HC11 cpu. It's an 8 bit cpu that runs at 2MHz. It's roughly based on the 6800 cpu, but with lots of extra things on board, from what I can remember from the data sheet. The program is stored in an EPROM that's quite easy to replace.

The EPROM chip only stores information on variable type settings, the real code is usually someplace else in the car. Also, the real code usually has default settings that override any variable settings that might be too far out of range.
This is probably there to protect VW and control people like AutoThority and APS (Neuspeed).

[Jim Berilla / jb@falstaff.MAE.cwru.edu] It appears that the code is the same in both [AutoTh vs OEM] chips. The major difference is some tables of numbers. Another difference is that AutoThority added a copyright notice in the EPROM data. (The Bosch chip has no copyright notice, neither on the label, nor in the EPROM data.) A few other bytes were changed, I suspect to make the checksum come out right.

Desciption:

The chips used by VW [for the G60] are standard off the shelf stuff. They have used several suppliers of the blanks, and they have also switched to faster chips over the years. The chips seem to be interchangable, though it is probably better to go with the newer and faster chip. Because AA & APS make no distinction between any of the G60 performance chips, it is reasonably safe to assume that they all store the same type of info in the same locations.

Essentially, they are 256K generic EPROMs. There are a total of 28 pins, 14 on each side (DIP).

See EuroCar (1990 or 1991) on how to gain access to the ECU and the chip. Always disconnect the battery AND ground yourself to the base of the ECU to avoid electrostatic dammage.

Anyone with an EPROM unit can download the info from these chips back them up onto a floppy.

Newer/Faster chips:

1 267 356 351
27C256-20

Than on the top of the actual chip it says:

Texas Instruments Logo
B 57 995
LDP8918

On the bottom side it says:

JL27C256D/074851
SINGAPORE 18

You have to look at the JL27C256 number, I was told that the JL27 identifies it as a generic chip and the 256 is simply the chip size, yes 256K. Commonly available. Used in the later 1990 G60's.

Older/Slower Chips:

Silver Sticker:
1 267 356 189
LD27256-25

Top:
Intel Logo
857604
S7804
U910178MS

Bottom:
7851312TBC
PHILIPPINES HP08

Harder to find. Less energy efficient than the above. Used in the early 1990 G60's.

VR6 Chips

The chip used by APS for the VR6 has the following numbers: dpi 89136N
M27512 F1

It looks like a 512k EPROM, though I am not sure what speed it is.

>From: porban@eeserv.ee.umanitoba.ca (Peter Orban) Organization: Electrical Engineering, U of Manitoba, Winnipeg, Manitoba, Canada

The Digifant I have in my '88 Jetta has two processors in it: an Intel 8039, and a Motorola SC 80984. The Intel is connected to a 2764 EPROM. I have not heard about the Motorola beast, but I guess it is a processor, as it has a 4MHz quartz attached to it and has a UV vindow on it, just like other Motorola microcontrollers.

The serial output goes to a simple light, and it flashes the code out. You get to that mode by grounding that output when you turn on the ignition. (It must be I/O line). That feature was installed on '89 California cars. You can find the detailed wiring and codes in the Bentley manual. When I took apart my Digifant control box, I noticed, that the output pin for the test light was wired up, but I had no wires and connectors in the cable hooking up the box to the engine and other parts of the car.

There is no aftermarket chip available for the Digifant controllers, and I would guess, the reason being the dual processor architecture. (Generally there is no way to read out code/data from programable Motorola microcontrollers.)

If anyone knows more about the Digifant controller or the Motorola processor, I would like to hear about it!

>From usc!howland.reston.ans.net!ix.netcom.com!netnews Wed Jan 11 13:41:10 PST 1995 Article: 109564 of rec.autos.tech
Path: usc!howland.reston.ans.net!ix.netcom.com!netnews >From: Marek_gh@ix.netcom.com (Gerald Marek) Newsgroups: rec.autos.tech
Subject: VW G60 Power Chip & brain
Date: 8 Jan 1995 22:13:03 GMT
Organization: Netcom
Lines: 15
Distribution: world
Message-ID: <3epo1f$l33@ixnews1.ix.netcom.com> NNTP-Posting-Host: ix-atl5-12.ix.netcom.com

For some reason I blew up my controll unit (digifant 1). I had to buy a new one from the dealer $700. I then went to fix the old one, and found the two Opamp (tlc.....) to be blow. That fixed the problem. So if your car smokes every time you step on the gas it is probably the opamps amplifing the oxygen sensor signal. They are about $5 from Newark. I now have the new brain (still under warranty) for sale. Also I would be willing to sell the power chip from Autotech (Stage 1).

chip $160
Brain $375
Both $500

Gerald
Marek_gh@ix.netcom.com
(912) 952 0592 leave msg.

>From Marek_gh@ix.netcom.com Fri Jan 13 14:44 PST 1995 Received: from mailer by fshpp1 with SMTP (1.38.193.4/16.2) id AA08577; Fri, 13 Jan 1995 14:44:21 -0800 Return-Path: <Marek_gh@ix.netcom.com>
Received: from ix3.ix.netcom.com by UG.EDS.COM (PMDF V4.3-10 #4) id <01HLSV2FVXXC009WRF@UG.EDS.COM>; Fri, 13 Jan 1995 14:42:18 -0700 (PDT) Received: from by ix3.ix.netcom.com (8.6.9/SMI-4.1/Netcom) id OAA05960; Fri, 13 Jan 1995 14:41:14 -0800
Date: Fri, 13 Jan 1995 14:41:14 -0800
>From: Marek_gh@ix.netcom.com (Gerald Marek) Subject: Re: brain
To: Jan Vandenbrande <jan@UG.EDS.COM>
Message-Id: <199501132241.OAA05960@ix3.ix.netcom.com> X-Envelope-To: JAN@FSHPP1
Content-Transfer-Encoding: 7BIT
Status: RO

You wrote:

>
>I have a question for you...how did you figure out what was >wrong with G60 ECU?

Well It ran fine. By this I mean that it kept it's idle, it idled high when cold and normal when warm... So I knew that the brain still controlled the engine, but it just ran rich (black smoke and black residue on bumper). So I knew that the information to the ECU was somehow 'distorted'. I checked all my sensors mainly the O2 sensor and all was fine. So the amplification of one of the input signals was off. A opamp is used to amplify a signal. Should the opamp fail, the signal will still make it to the uprocessor, but it will not be amplified - in fact it will be decreased in power. There are two opamps in the brain that have a very high input impedence 10^12 Ohms. This means that the opamp will not degrade the signal by 'sucking' up any current like normal opamps. These high impedence opamps are used only when dealing with extremly low current signals, such as most automotive sensors. The only draw back to these high impedence opamps is that they are very, very, very static sensitive. By just touching one (if you are not grounded) you run the risc of blowing one. All in all just replace all the opamps that start with TlC...., which are these high impedence op amps. You can order them from NeWark. If the ECU is blown such that it does not work at all, no more idle, then the uProcessor may be blown. No help there, since the software is embedded in these. So just replacing the uP will not fix it, you would also need an uP programmer (hardware) and the software that goes in them.
Hope this helps, if you need more information please Email, I will be glad to give any electrical help.
Gerald
Marek_gh@ix.netcom.com

>From usc!howland.reston.ans.net!gatech!newsxfer.itd.umich.edu!jobone!fiesta.srl.ford.com!pt9201.ped.pto.ford.com!pt9217.ped.pto.ford.com!millerb Tue Jan 17 12:43:46 PST 1995 Article: 47545 of rec.autos.vw
Path: usc!howland.reston.ans.net!gatech!newsxfer.itd.umich.edu!jobone!fiesta.srl.ford.com!pt9201.ped.pto.ford.com!pt9217.ped.pto.ford.com!millerb >From: millerb@pt9217.ped.pto.ford.com (Bryan Miller) Newsgroups: rec.autos.vw
Subject: Re: Make your own replacement chip Date: 10 Jan 1995 14:34:54 GMT
Organization: Ford Motor Co., Powertrain Electronics Lines: 45
Message-ID: <3eu5ue$d0d@pt9201.ped.pto.ford.com> References: <3eq5qi$38l$1@mhade.production.compuserve.com> <3eq806$ll2@newsbf02.news.aol.com> <3esj4p$qlv@pt9201.ped.pto.ford.com> <3esv5m$64j@sundog.tiac.net> NNTP-Posting-Host: pt9217.ped.pto.ford.com X-Newsreader: TIN [version 1.2 PL2]

jhamill@tiac.net appears to have written: >In <3esj4p$qlv@pt9201.ped.pto.ford.com>, millerb@pt9217.ped.pto.ford.com (Bryan Miller) writes: >>Drbob27 (drbob27@aol.com) appears to have written: >>>> If you started with the OEM values for the EEPROM >>>>(available on the net) and tweaked them on your own you could >>>>arrive at an effective replacement chip. >
> If its so easy, try it.

Thank you, I have...

>>I'm not sure what timing maps have to do with anything. Since most >>functions are stored as lookup table in memory all you really need >>to do is locate the tables and play with the numbers (in small deltas) >>until you get what you want. An example is A/F ratio tables and >>multipliers. Most Superchips merely run the engine richer than >>stoich or at least richer than the original calibration allowed. >>Another thing to play with is the top speed fuel cut-out calibration. >>This is usually just a number in memory that can be altered to suit >>the driver's needs.

> Gee, if anyone is really interested, I have dissassembled G-60 EPROMS, >it isn't all that interesting to look at unless you know Motorolla 68HC11 code. >I have a 68HC11 assembler too, but as someone else stated, you need an >emulator and a chassis dyno to get very far. The $250 isn't for the chip, >it's for the time to write the software, which in this instance is labor >intensive and time consuming. The program that runs the engine doesn't >look too complicated, and the lookup tables aren't that huge, but without >the right tools you'd be playing a massive guessing game.

A simulator or emulator will work. Motorola has free software for the HC11 on their BBS. Access to a code profiler and a logic analyzer would help also. A dyno is not needed. We use dynos here to arrive at the baseline numbers. The calibration community further tweaks those numbers by driving the car and calibrating by feel (and emission tests!) and calculations involving torque and BHP. If it sounds emperical, well it is... A dyno will only give you numbers that may or may not prove out under real driving conditions.

cheers,
Bryan (millerb@ACM.org)

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