The CWA100 upgraded supercharge coolant pump thread...everything CWA100...

[bajan01]

perfect!
Thanks for the prompt reply!

Did you have to modify the fittings/hoses in any way?
Any pics to share?
And

I purchased the pump and harness from:

http://tecomotive.com

Once you have the harness it’s plug and play as the outer housings of the CWA50 and CWA100 are identical.

[ReDeViL]

I purchased the pump and harness from:

http://tecomotive.com

Once you have the harness it’s plug and play as the outer housings of the CWA50 and CWA100 are identical.

Great, thanks!

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[JoeKayo]

- - - Updated - - -

Hmmm, looks like we have the same codes. I had:

8900 - Coolant Pump for Intercooler
P190D 00 [032] - Mechanical Malfunction
Intermittent - Not Confirmed - Tested Since Memory Clear

It popped up several times over the course of 2 weeks, but has yet to re-appear. It's been about 3 weeks code-free.

All I know is that my IATs get way too high, way too quickly. Same thing with my engine oil temp. This never used to happen.

So if it's not the pump, then I'll be confused. But, maybe it's the thermostat.

Having these exact issues
Coolant temps over 80c

Any solutions?

[bajan01]

- - - Updated - - -



Having these exact issues
Coolant temps over 80c

Any solutions?

Coolant temp or IAT? 80c (176F) is very high for IATs. That sounds like a lack of flow for sure so either a failing pump, blockage or a lot of air in the system. What pulley ratio and heat-exchanger?

[irish07]

Anyone doing this cwa100 upgrade want to sell their working cwa50?


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[bajan01]

Anyone doing this cwa100 upgrade want to sell their working cwa50?

$50 shipped to the continental US. About 55k miles on it.

[irish07]

$50 shipped to the continental US. About 55k miles on it.

Pm sent

[irish07]

$50 shipped to the continental US. About 55k miles on it.

Sorry brother, sent you another msg, been having issues with my pm’s not getting through. Can you send me your email


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[JoeKayo]

Email from Tobias:

Hello Joe,

That is why we sell the adapter kit as an experimental product.
It seems to work fine on some cars. And on others it does not.

The CWA pumps are speed controlled by a signal from the cars ECU.
Some vehicles seem to be compatible with the CWA100-3 but others seem to be not.
In other words: On some vehicles speed control works and on others the pump is always running at full speed or not at all.

Unfortunately, we are no Audi experts and can not say for which models that is the case or not.

It seems that at your car the pump is not running at all.
The only solution is to get the pump into its always running (full speed) mode.

This can be done by snipping the gray/red cable of the adapter harness.
With this the CWA100-3 will run at full speed as soon as it gets power. So it is not controlled by the cars ECU at all.

I am afraid that is the only solution right now.
Because right now there is simply no (bigger) direct replacement for the CWA50 pumps.
All the CWA100 pumps are electrically just a bit different.
The reason that is works on some cars is that some Audi ECU are just build in a way that they can handle the CWA100-3.
But some Audi ECU simply are not. That is very unfortunate.

I have a possible solution in mind. But we have no development time left for that right now.
Maybe in a few months. ... I hope...

If you have any more questions just let me know.

Kind Regards,
Tobias

- - -
Tecomotive

[bhvrdr]

Email from Tobias:

Hello Joe,

That is why we sell the adapter kit as an experimental product.
It seems to work fine on some cars. And on others it does not.

The CWA pumps are speed controlled by a signal from the cars ECU.
Some vehicles seem to be compatible with the CWA100-3 but others seem to be not.
In other words: On some vehicles speed control works and on others the pump is always running at full speed or not at all.

Unfortunately, we are no Audi experts and can not say for which models that is the case or not.

It seems that at your car the pump is not running at all.
The only solution is to get the pump into its always running (full speed) mode.

This can be done by snipping the gray/red cable of the adapter harness.
With this the CWA100-3 will run at full speed as soon as it gets power. So it is not controlled by the cars ECU at all.

I am afraid that is the only solution right now.
Because right now there is simply no (bigger) direct replacement for the CWA50 pumps.
All the CWA100 pumps are electrically just a bit different.
The reason that is works on some cars is that some Audi ECU are just build in a way that they can handle the CWA100-3.
But some Audi ECU simply are not. That is very unfortunate.

I have a possible solution in mind. But we have no development time left for that right now.
Maybe in a few months. ... I hope...

If you have any more questions just let me know.

Kind Regards,
Tobias

- - -
Tecomotive

Thanks for posting. I never wanted to mess with pwm signals. Run the cwa100 at 100%. No reason not to.

[WillS4]

Hi All, Looks like mine just went out at 60K. I have a KC on it and a small resevoir. Might be a stupid question, but would you guys drive a car with a 194/75 combo with the pump shot....no boosting...just while part come in?

Thx,

-Will

[bhvrdr]

Hi All, Looks like mine just went out at 60K. I have a KC on it and a small resevoir. Might be a stupid question, but would you guys drive a car with a 194/75 combo with the pump shot....no boosting...just while part come in?

Thx,

-Will

I personally would not. I had my pump run dry once and always monitor iat and thats what caught it. Saw 165f on the gauge and was like wtf. Id make sure you are at least monitoring iat at all times if you do that.

[Waffles_s4]

Anyone doing this cwa100 upgrade want to sell their working cwa50?


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x2

[WillS4]

thx..pump ordered.

[WillS4]

Decide to just drive for a week while pump comes in....logs look good outside of boost and engine temp and EGT's all fine...I'm heating up m supercharger but when it comes down to it, it's not even seeing temps anywhere that are as high as engine coolant temp and to overheat supercharger to the point where it damages something would seem to be impossible due to the protection circuits. If I ruin the supercharger it'll still be cheaper than renting a car for a couple weeks and of course give me a reason to throw a ported SC on it.

BTW...calling a local Audi...$850 for the part and $250 for labor. Quickly made the $300ish expense easier to swallow.

Officially the first problem on a car that has had zero issues since I got it while being tuned and modified in line with what most of ya'll are doing on here. Only other real problem is that while clutch is smooth engaging and would likely last, it has no prayer of holding the DP level of power. This problem has also made me realize what a high value the Killer Chiller has been...for $500 you pretty much have full or near full power all of the time....without it's hard to keep the timing and boost at the high power levels.

[ReDeViL]

Just another quick qns for the folks here.

To set the CWA100 at 100% mode, i just cut both the red and gray cables?

[bhvrdr]

Just another quick qns for the folks here.

To set the CWA100 at 100% mode, i just cut both the red and gray cables?

Gray only

[WillS4]

Hi all,

Just wanted to confirm you can definitely drive while pump is out. Computer easily compensates...I drove about 200 miles in 90+ Heat (no boosting) and engine temps remained normal, no knock, and not even a check engine light. Just like driving a Normally Aspirated 3.0. Looking forward to the boosted world again this weekend.

[bajan01]

Hi all,

Just wanted to confirm you can definitely drive while pump is out. Computer easily compensates...I drove about 200 miles in 90+ Heat (no boosting) and engine temps remained normal, no knock, and not even a check engine light. Just like driving a Normally Aspirated 3.0. Looking forward to the boosted world again this weekend.

I’d love to see a log of the IAT on that trip.

[zatta]

Throwing this code P190C, and that must be why my IAT’s are so high, pump might be unplugged but I haven’t checked to be sure.


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[zatta]

Throwing this code P190C, and that must be why my IAT’s are so high, pump might be unplugged but I haven’t checked to be sure.


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Is this proper orientation for wiring? Only way the harness fits but it doesn’t click in and this might be why I’m throwing code... can’t think of any other way to fix it



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[Antea]

I have both the cwa50 hooked beside so they both pull and push fluid to the same lines. I just put t's in before and after the original pump

Do you have pictures of your installation ?

And for the wire, what did you do ?

I think that working with 2 cwa50 is the best solution !

[blubaru]

so for the B8.5 is it hit or miss whether PWM will work on the CWA100-3?

[bhvrdr]

Dont bother with pwm. Run the pumps at 100%

[Moogas1]

My Varimax looks like it died after I added extra capacity to the charge cooling system and installed my KC. Ordered and received the CWA100 from Tecomotive and will be installing it when time allows me. Can we get a sample rate out there with years of vehicles and if the pump mod had to be performed or if the PWM worked. When I install mine I’m setting up to run 100% but I’m curious. I’ve heard that earlier year B8’s seem to be able to plug and play.


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[cachalote]

Can someone confirm that CWA100-3 works correctly with pwm and no trouble codes on B8

Enviado desde mi CLT-L09 mediante Tapatalk

[avantagg]

Can someone confirm that CWA100-3 works correctly with pwm and no trouble codes on B8

Enviado desde mi CLT-L09 mediante Tapatalk

Curious as well.

[Moogas1]

Mine worked with the PWM. I did get a a code when I run a scan with VCDS but pump works. You’ll get same code if you do the pump mod. Next step, I’ll be performing the pump mod in the spring. Note that the manufacturer states that it’ll work with some vehicles and not with others. So, if pump doesn’t run once plugged in to the oem harness, clip the designated wire (grey) if I’m not mistaken. Just make sure you use good electrical tape to seal the ends.

Read the posts in the rest of the thread, above from others on the this topic it’ll be very informative

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[ProSkier]

Simple cwa50 to cwa100-3 compare.

There is a couple of degree C decrease in IAT temp rise based on the conditions I tested in.

Tested with: Q5, 3.0 ZF 8HP trans, APR V4 100 octane OEM HE & AWE reservoir/divorced , PR 3.27. I used to run a PR 3.1 and stock 6300 rpm shift point and with that config my minimal setup actually worked really well: IAT 65C @85F with E25 no timing pull or bypass opening. When I changed from a 179 to 189 crank pulley w/E35 and used HP Tuners MVPI2 editor to change shift points to 7000 rpm, no surprise - my IAT's were no longer ok. This configuration should provide a good test case as my HE does not represent optimal cooling so if coolant flow is a limiting factor this should show it.

I logged using HP Tuners scanner tool, which provides a GUI to review data down to the .1 second across all channels logged, I don't use VCDS anymore.

Track Results
CWA50

Outside temp 74F DA 2148

0 mph IAT start 110F 43C

End
115 mph IAT end 166F 74C

Temp Rise in 31C

CWA100-3

Outside temp 77F DA 2572
0 mph IAT start 113F 45C

End
115 mph IAT end 72C

Temp Rise 27C or a 4C reduction in temp rise.

While these results are not earth shattering the CWA100 did reduce temp rise, my assumption is the impact "could" be larger with a Killer Chiller or Performance HE. I would also note, as has been previously reported, highway cruising temps also come down to 7 or so degree C over ambient, this is probably one of the best part of the pump, keeps the engine ready for those short term boost needs.

The Tecomotive kit is completely plug and play:
https://tecomotive.com/store/en/bund...-3-adapter-kit

Hardest part of installing the kit was the hidden nut inside the pump mounting cage, that could be my 2013 Q design but that wasn't fun.

Was the CWA50 PWM controlled for your test or was it running all the time? And how about for the CWA100-3? Thank you for sharing your data.

[01northernS4]

Was the CWA50 PWM controlled for your test or was it running all the time? And how about for the CWA100-3? Thank you for sharing your data.

+1, great question, I'd love to know as well

[Ramon959]

Can anyone advise what max voltage the pump is receiving? Is it regulated 12v or is it B+? Just thinking that you could direct power from battery and get a speed increase that way or even run off a 16v battery if you were at the track.
The problem with all the graphs in previous posts is they don’t reference nominal pump voltage - just flow and pressure, or what the effect of higher voltage would be.

[Shane Horning]

Can anyone advise what max voltage the pump is receiving? Is it regulated 12v or is it B+? Just thinking that you could direct power from battery and get a speed increase that way or even run off a 16v battery if you were at the track.
The problem with all the graphs in previous posts is they don’t reference nominal pump voltage - just flow and pressure, or what the effect of higher voltage would be.

Not 100% on this but I'm pretty sure the pump always gets 12 volts and it uses a third wire to control speed via plm

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[JoeAWD]

Check the spec sheet:

Specifications:
• Name: "Pierburg CWA100-3"
• Operation voltage: 8-16 volts
• Weight: approx. 1.0 kg
• Current consumption: 8.5A max. / (approx. 0.2mA in standby mode)
• Nominal diff. pressure: ≥ 0.75 bar *
• Flow rate: approx. 30-35 l/min @ 0.75bar / 40-45 l/min @ 0.50bar
• Speed: approx. 7000 rpm
• Temperature range: -40°C – 110°C (water) / -40°C – 120°C (ambient)
• Protection: IP 67 + IP 69 K
• Inlet / outlet nozzle removable / Four possible positions
• Part numbers: Pierburg: 7.04934.54.0 // VAG: 4N0965567

[Ramon959]

Current and flow rate are both voltage dependant, unless it is internally regulated - probable due to not specifying either current or or flow rate at X volts. So it seems I’ve answered my own question.
However, internal regulation means that the pump will still have a run voltage, and may still be beneficial to bypass that and go direct to the motor to increase the speed.

[Albertaholdings]

Current and flow rate are both voltage dependant, unless it is internally regulated - probable due to not specifying either current or or flow rate at X volts. So it seems I’ve answered my own question.
However, internal regulation means that the pump will still have a run voltage, and may still be beneficial to bypass that and go direct to the motor to increase the speed.

It's a brushless motor with my internal controller that runs off a PWM signal

[SPho]

Emailed Tecomotive, and they told me the CWA100-2 does not work with our cars only the CWA100-3.

OP states otherwise.

Anybody got the CWA100-2 to work on their car?



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[avantagg]

Can anyone confirm the CWA100-3 works with PWM on a 2012 ECU? Sounds hit or miss, but maybe that was on the CWA100-2?

[SPho]

Can anyone confirm the CWA100-3 works with PWM on a 2012 ECU? Sounds hit or miss, but maybe that was on the CWA100-2?

This part is out of stock world wide. Won’t be in production soon because of Covid.


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[sr20det]

This part is out of stock world wide. Won’t be in production soon because of Covid.


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I just placed an order with tecomotive, he said he'd have more pumps in stock this week.... we'll see

[avantagg]

This part is out of stock world wide. Won’t be in production soon because of Covid.


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Gotcha, but can anyone confirm It works with PWM on a 2012?