Tesla sells airbags only to their certified body shops so we had to opt for a used one. Well, obviously that was a bit cheaper also.
Dismantling is started by removing the glove box. First you need to remove the trim around the glove box. They can be removed by just pulling. Good instructions can be found from FixYourTesla.com..
Glove box is fixed with six torx screws. After removing the screws just pull out and carefully remove the cables. Behind the glove box you can find the computer of Autopilot. Unscrew four nuts to lower the computer to get access to two bolts securing the passenger airbag.
To remove the dashboard top trim you first need to remove the trim of a-pillars. They are fixed with only one screw each, located behind the Airbag tags. From the lower end they are pretty difficult to detach, but come out after careful bending and pulling.
There are screws on both left and right end of the dashboard. Also two screws are found under a cover on top of instrument cluster. That cover can be removed by pushing downwards (first use a plastic tool to bend from the edge).
Finally the dashboard cover can be removed by pulling upward until the spring-loaded tabs open one by one.
In our spare part the trim at the edge was also different color than in originally in our car so we decided to change that. The trim is plastic welded on the cover so we drilled out the welding spots and re-glued the original trim to our spare part.
Dashboard cover replaced. Our spare part is slightly different than the original - it has black alcantara piece at one edge. We think it fits really well on the black alcantara trim on the A-pillars and roof.
We also replaced the front seat belts and pretensioners since they had deployed at the accident. Unfortunately we did not take pictures of that but it's relatively straightforward by following the instructions at fixyourtesla.com.
It's a bit strange Tesla does sell seat belts and pretensioners to anyone unlike the airbags.
Clearing the alerts of airbag system was quite a bit more complex process, more about that later.
Pajalle.com turns 17 years old today. Many projects are even older than that (started since mid 90's) but this URL was reserved 23.2.2004.
Like we told in our previous post, fall and winter have mainly been about EVs. In addition to the BMW i3 crash repair we've also been working with another interesting EV since September '20.
Tesla Model S Long Range 2020
We had just purchased a 2016 Tesla Model S P90Dfor parts, when almost a brand new salvage Long Range Model S showed up for sale at insurance company's website. Obviously this car was a facelift model unlike our parts car but we thought we could still use many parts and decided to purchase this car.
The car had been driven to a ditch and pretty much everything from the front was broken. The accident had actually happened pretty close to us (~50km), but it had been transported to Helsinki area for inspection.
The project was done in co-operation with Kolarikorjaus P. Gullans and Autokierrätys L&G. Heikki had been working at Auto-LG on a project related to EV recycling and also simultaneously repairing this car and i3 of a previous post.
Right side of the car did it a bit problematic, rear right corner airbag was empty and front right lower suspension arm was broken.
After connecting the 12-volt positive battery lead we got enough power to make the door handles and locks work and check the MCU for alerts.
Since Tesla was a new brand for us there was a lot of new things to learn. There weren't any aftermarket diagnostic software for alert codes easily available, but at least we were able to read values from OBD with Scan My Tesla. This way we were able to check that the high voltage battery was in good condition. It had been stored at about 50% SOC and since it had been disconnected after crash it had maintained it's state of charge.
Next we lifted the care up and started to look at the damage more closely. At this this point we did not know how to make care run at it's own power we moved it around by pushing it manually.
The most expensive part of the car was obviously checked first. From underneath everything was fine. Just minor scratches and dirt while the car had been running at bank of the ditch. The battery housing is made of strong and relatively thick aluminum alloy.
At the front pretty much everything needs to be replaced. While the insurance company had been making their repair estimate they had dismantled a lot so it was relatively easy for us to remove the remaining broken parts. On the other hand it made the repair more difficult for us. We had never dismantled a Tesla and did not know what parts there actually should be.
The trunk was loaded with broken parts so at least there were some to look for parts numbers. What also made easier was the parts car we had purchased (even though it was pre-a facelift). Also a big help was Tesla's free online parts catalogue. Drawing by drawing we generated a long list of parts to purchase from Tesla. It took a lot of time but in the end we succeeded pretty well, not many parts had to be ordered later.
Here's a view of the front were you can see for example broken brackets of air suspension compressor. The chassis legs were straight, which was a big relief also. Since they are made of aluminum you can't just pull them straight. If they had been bent they'd need to be replaced. We had spare parts from the parts car available but now we did not need to do that.
We had to charge 12v battery constantly since at this point we had not connected the HV battery yet (didn't know how to do it).
In the image above you can see the windscreen broken by the deployed passenger airbag. New windscreen was not too expensive.
This opening post of this project is nice to finish with a photo of a connector housing of the air suspension compressor. The part is found from VW with a part number 1J0 973 852.
It's been pretty quiet on this site during recent years but we're still alive. Last six months has been extremely interesting time. We've partnered with Autokierrätys L&Gand Kolarikorjaus P. Gullans to learn about recycling and repairing of electric cars.
Tulossa on projektikertomusta mm. Tesla Model S:n kolarikorjauksesta, mutta aloitetaan nyt kevyemmin BMW i3:sta. Syksyllä tuli myyntiin kuvissa melko lievän näköisesti kolaroitu 2019-mallin isoimmalla 120Ah akulla varustettu n. 15 000 km ajettu i3 ja vähän jopa heräteostoksena auto jäi sitten meille käteen.
Bemari otettiin sisään ja alettiin purkaa keulalta vaurioituneita osia pois. Mitään yllättävää ei tuntunut löytyvän. Pienet vauriot kaiken kaikkiaan.
On the inside i3 is actually pretty cool car. B-pillar is integrated on the rear door and while the doors are open the cockpit is really spacious. The dashboard is modern even when this model has been available already since 2013.
Unfortunately during the process we damaged the surface of the panel during the work and had to repaint the panel also.
The paintwork was done by Kolarikorjaus P. Gullans.
There a "pyro fuse" on the 12V battery positive cable that can't be repaired. BMW sells (~250eur) a new piece of cable that can be used to replace the damaged piece. After this piece of cable was replaced it was possible to use the high voltage battery again and possible to drive the car. Some people of Facebook groups said a safety box inside the high voltage battery need to be replaced but that was not the case at least with this car.
After the paintwork it didn't take too much time to assemble the car. A few crash related fault codes had to be cleared (thanks EV Diag / Matti Hautamäki). The car was ready for inspection to get it road legal again.
i3 has been a funny project. From the outside the car looks quite special, some like and most don't at the first glimpse. Our own eyes have used to it and it feels good to drive with the cars that looks a bit odd. The car looks tiny, but it actually pretty big from the inside. There's enough room on the back seat also. For our family the only downside is that we can't fit our dog's cage on the trunk.
On the traffic i3 is a really good car. As an electric car it reacts very fast when pressing the acceleration pedal and with it's 130kW motor it accelerates 0-100km/h in about 6 seconds. Regenerative braking is pretty strong and it's easy to drive with one pedal only. In the city traffic the car is really handy with it's sub-10 meter turning circle.
At first for a person used to drive with Volkswagens the steering felt a bit stiff but you got used to it pretty fast. ESP takes care that no matter how slippery it is you can't get this car go sideways. And it goes well in pretty deep snow also.
When writing this we've driven two months with the car. It has practically replaced Scirocco on jäänyt seisomaan ja i3:sta on tullut allekirjoittaneen käyttöpeli. ”Nurkka-ajoa” ajaa akullisella olosuhteista riippuen 150-250 km – kesällä ehkä pidempäänkin. Aika paljon sähköä pätkäajossa menee mukavuuslämmitykseen, kun auton lämmittää valmiiksi ennen ajoon lähtöä ja minulla tätä tulee tehtyä 3-4 kertaa päivässä. Autoa on tullut näin ollen ladattua pari kertaa viikossa öisin kotona.
i3 will probably go for sale once we can get our Tesla project to pass the inspection, hopefully pretty soon.
Viiden vuoden jälkeen on tullut aika luopua Sciroccosta. Sciroccoa ei ole koskaan nelivetona tehtaalla tehty, tämä yksilö on Trafin poikkeusluvalla muutettu ja muutoskatsastettu Golf R tekniikkaa hyödyntäen. Kaikki muutokset on toteutettu alkuperäisin VW-osin ja tehtaan korinkorjausohjeita noudattaen. Tarkka kertomus muutoksesta löytyy tästä. Ei kolaroitu. Muutoksen jälkeen ajettu lähes 100tkm ilman mitään ongelmia.
Toista nelivetoista aitoa Scirocco R:ää ei ole tullut vastaan koko maailmassa, joitakin ”perusmalleja” on netissä näkynyt – ei yhtään Suomessa kilpa-autoja lukuunottamatta. Tämä on siis Suomen ainoa katulaillinen neliveto-Scirocco.
Auto on siis aito Scirocco R eli jo alun perin tehokkain ja näyttävin malli. Nelivedon lisäksi autoon on asennettu APR Stage 2+ viritys, jonka myötä alun perin 260hv tehot kasvoivat n. 360 hv:aan ja vääntö 500 Nm:iin. Muutoksessa korvataan korkeapainebensapumppu, downpipe ja imuilman otto & suodatin VW Racingin osilla. Myös DSG-laatikko on uudelleenohjelmoitu. Näiden muutosten myötä tämä yksilö mm. kiihtyy 0-100 tasan neljässä sekunnissa.
Scirocco on hyvin pidetty ja hyvässä kunnossa. Kaikki toimii kuten pitää, ei lommoja eikä ruostetta. Toki pieniä käytön jälkiä 130tkm jälkeen on.
Neliveto Golf R:stä
2.0 TFSI APR Stage 2+ (360hv, 500Nm)
H&R coilover alustasarja
Kahdet renkaat ja vanteet:
O.Z. Ultraleggera HLT 8,5×20″ (juuri ostettu uudet renkaat)
Scirocco R alkup. Talladega 8×18″ vanteet Hakkapeliitta 9 nastoin talvella
Bi-Xenon + LED-päiväajovalot
P3 lisämittari (mm. ahtopaine, imuilman lämpö, rpm, 0-100 jne)
RNS-510 Navi + Dynaudio
Peruustuskamera, parkkitutka takana.
Aux-in + multimedia interface
Hinta: 32.900€. Rahoitus onnistuu tarvittaessa.
Puh. 040-500 6228 / firstname.lastname@example.org
For sale really unique and rare VW. Scirocco was never manufactured as 4WD/4motion, this specific car has been modified by using parts from Golf R. The modification has been fully approved with special permission from Finnish traffic authority Traficom. All modifications have been made with OEM VW parts by following factory instructions for body modifications. Detailed description of the work with lots of pictures can be found here. The car has been driven for almost 100 000 km after the modification without any problems.
As far as we know
this is the only genuine Scirocco R in the whole world that has been modified
as street legal AWD. In addition to Golf R Haldex drivetrain the car has been
equipped with APR Stage 2+ tuning (high pressure fuel pump, downpipe, VW Racing
air intake, ECU & DSG remap) which increases the original 260hp to 360hp
and 500Nm of torque. This allows Scirocco to accelerate from 0 to 100 km/h in
The car is in very
good condition. No collision damage, no dents or rust. Naturally after 130t km
there are some scratches and marks of use.
Haldex AWD from Golf mk6 R
2.0 TFSI APR Stage 2+ (360hp, 500Nm)
DSG (APR remap)
Full service plan @ authorized VW dealers
Two sets of wheels & tires
O.Z. Ultraleggera HLT 8,5×20″ +brand new tires
Original VW Talladega 8×18″ for winter tires
BiXenon + LED DRL
P3 Gauges additional gauge for boost pressure, intake air temp, 0-100, rpm etc.
RNS-510 Navigation + Dynaudio
BT HF with audio over bluetooth
Reverse camera & parking radar at rear
Aux-In + multimedia interface
Multifunction steering wheel with paddle shifting
Automatic long beam headlights
Front seat heating + Isofix at rear seats
Price: 32.900EUR. We can assist in transportation.
Contact: Heikki Jaakkola, +358 40 500 6228 / email@example.com
A few words about the inspection and getting the modification fully street legal in Finland.
A conversion like this requires a special permission from the officials. Scirocco was never made AWD so they can’t just approve something like this on a regular annual inspection. We had to get the permit and it meant quite a bit of paperwork.
When we did the application we explained everything in detail and how all the body modifications were done according to VW’s instructions (instructions were attached as appendices). We explained all the parts that we used, showed parts lists and images from ETKA and we also had to get documentation from the manufacturer’s representative (importer in Finland) to certify that the brakes are working as they’re supposed to. For the actual inspection it was enough that we took a full scan of the car with VCDS, signed by a local car service.
It took about a month for the officials to handle the application. They asked some additional questions once but anyway the whole process was much faster than expected and we were pleasantly surprised how well the authorities were co-operation on a modification like this.
At the inspection we also had to identify where all the parts were originated (to prevent usage of e.g. stolen components). At the same time also the H&R coilover suspension was checked and included on the list of modifications. The actual inspection was fast, not much different from a regular annual MOT, but the paperwork took longer, more than an hours.
As a final word for this process we have to say that it for sure made it easier to get the approval when we had a complete donor car which was very close to Scirocco from the chassis point of view. It was relatively easy to make the application and show where all the components were coming from. It would have been much more difficult to explain everything if the parts had been source from several different vehicles or even made some parts by ourselves.
As I wrote on the previous post, ESP became quite a headache. Actually we drove with the car for almost two years before we were finally forced to get it done because the annual inspection was closing (in Finland you don’t need to do MOT every year for such new cars).
We got fault codes saying we had issues in Powertrain data bus (18055 – Check Coding of ECUs on Powertrain Data Bus). ABS was functioning as it should, just ESP was out of the game. It did not prevent driving, but was obviously a safety issue and MIL light was on. We tried different codings, tried to learn how the coding works. Long Coding helper in VCDS was not very helpful with ABS unit (only a few bits are documented) but we were able to find something by Googling and asking help from Ross-Tech’s forum (Ross-Tech is the maker of VCDS). Eventually we were able to learn what each of the 18 bytes were meaning. Even last five numbers of the VIN were encoded on the coding.
So we were trying to generate a code that was similar to Golf R but embedded with VIN digits from Scirocco. Golf was not identical, it had DCC suspension so we still had some bits that we were not sure if they were correct or not. Still, we couldn’t get it done – Coding out of range it was every time.
Many persons from Ross-Tech forums offered help and proposed all kinds of codes, none of those worked. Eventually we realized that the ABS unit communicates with the cluster to learn about the model of the car – when the cluster says the car is a Scirocco, it won’t accept coding as a Golf. And Scirocco can’t be AWD. And vehicle type can’t be changed on the cluster with VCDS.
We found a guy somewhere in Poland who was willing to modify the EEPROM on the cluster but at the same time we decided to try something else. We took the cluster from the donor Golf R and plugged it in Scirocco. The connector is the same.
Best part was that now ABS unit was happy to clear all the fault codes! Now that the ABS/ESP was handled, we only had two issues remaining: 1. Immobilizer 2. Physical fitment of the Golf cluster. After all the puzzling with the ESP these seemed like minor issues.
We only had one key remaining with Golf so we decided to take it and fit Scirocco’s key blade to the Golf key fob. That way we could keep Scirocco’s original key lock. For cluster-ECU communication there’s two options – take the ECU also from the Golf or disable the Immo from Scirocco’s ECU. Both work well – we decided to keep the Immo and take the ECU from Golf. Now both cluster and ECU were from Golf. Now when someone plugs a tester in the OBD the car seems like a Golf with Golf VIN.
Physical fitment to the cluster was a bit more work. We were comparing the clusters and realized that essentially they are similar, just the outer casing is different. We decided to tear down both and were able to swap the Golf cluster internals inside Scirocco’s cluster casing!
Finally! No fault codes or MIL lights!
There’s only two downsides with the way we did the cluster modification. The 2010 Golf R cluster apparently does not understand automatic long beam headlights. The feature still works, but it just don’t show the symbol that this feature is activated. Sometimes this causes confusion to a person who’s not used to driving with this car.
Another is a bit more unpleasant – you can’t totally deactivate ESP from ESP OFF button. 2010-2011 cars are generation where you can only disable traction control but it still keeps ESP active. This means you can’t have all the 4wd drifting fun on wintertime without taking some ESP fuses off. Apparently they changed this in later models so it might be possible to swap some newer ESP parts in but so far we haven’t done that.
It had been 2,5 weeks since we started to take parts from the Golf we bought from Sweden. Only doing this in weekends and evenings. Now it was only some coding with VCDS to complete the project. Well – we thought so.
It was easy to get the AWD working. Just a few ticks on check-boxes (CAN gateway & engine for sure, don’t remember if there were something else as well). On the test drive AWD was working perfectly. The only issue remaining was ESP – that became a bit longer story and there’s another post about that. All other units were happy with no fault codes except ESP.
The pictures above show the changes in weight. Total increase was 76kg (37 front, 39 back). This means that we could still keep all four seats (the law in Finland states that we can’t increase the overall total weight. Now we just can’t carry heavy luggage when all four seats are occupied 🙂