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I would think rehabilitation should be straightforward...
I too have the wherewithal to repair an engine harness even given extensive damage so long as the ECU connectors are usable. That doesn’t mean, unconditionally, that I would do so. The question of the OP’s wherewithal remains as does the question of damage extent which cannot be determined from one picture. The answers to these questions along with the OP’s self-assessed hourly-rate and outside-repair rate determine whether repair or replacement is most cost-effective.
In favor of repair at ‘any cost’ is the fact that many harnesses - engine or otherwise - for an ‘89 are unique to ‘89. The LH harness from a ‘90-‘93 might work despite not being exactly the same as ‘89, but investigation is required. Off the top of my head, EGT sensor length is different between the two.
I too have the wherewithal to repair an engine harness even given extensive damage so long as the ECU connectors are usable. That doesn’t mean, unconditionally, that I would do so. The question of the OP’s wherewithal remains as does the question of damage extent which cannot be determined from one picture. The answers to these questions along with the OP’s self-assessed hourly-rate and outside-repair rate determine whether repair or replacement is most cost-effective.
In favor of repair at ‘any cost’ is the fact that many harnesses - engine or otherwise - for an ‘89 are unique to ‘89. The LH harness from a ‘90-‘93 might work despite not being exactly the same as ‘89, but investigation is required. Off the top of my head, EGT sensor length is different between the two.
For the reasons you mention I would think that rehabilitation is the preferred route and my assumption at the moment is that the motor is running, those cables thus have integrity and that for every cable coming out of the harness there is another one going back - thus [hopefully?] the original cabling functionality can be reinstated. It would be a bit more tricky if one needs to go back into the body of the loom or worse, into the plug itself but even that should be possible albeit I have never tried to enter one of those plugs. Must take a look at the plugs on my spare 90 S4 harness- I assume they can be reworked.
Bought car last week. Going through as I speak.
I have had 5 previous S3 (3) and S4 (2). Bern out of S4 for few years. This car is Cal 89 S4 82 k used to be owned T Courier in Berkeley. I am familiar with engine (TB,wp, intake injectors most sensors etc)
Try to stay away from mods. Thinking of sending off LH,EZK for testing and recover harness... I will continue to diagnose and let you know
... into the plug itself but even that should be possible albeit I have never tried to enter one of those plugs. Must take a look at the plugs on my spare 90 S4 harness- I assume they can be reworked.
It’s easy to de-pin the connector bodies and replace terminals.
This was used in the way back days, and before most people understood the range that the LH sampled. If I had to guess, an early FAST supercharger kit may have been attached to that car at some point.
Was not too bad. 5 wires either pigtailed or jumped. Back to stock. Sending LH MAF to Louie for check/ rebuild need to fix ims next car has headers...
thanks for advice
10-22-2018, 10:26 AM
