The ME711 often uses a narrowband pre-cat O2 on pin 4. If retrofitting a standalone wideband (like an AEM or Innovate):

Through two decades of field data, specific pinout vulnerabilities have emerged:

To bench-flash this ECU with tools like Galletto, Kess, or Neubauer, build a minimal harness:

⚡ Bench power: Use a 10A+ 12V bench supply. The ME7.1.1 draws ~1.5A idle but 5-7A when driving injectors/coils during a flash.

| Pin # | Signal Name | Signal Description | | --- | --- | --- | | 1 | VBATT | Battery voltage supply | | 2 | GND | Ground | | ... | ... | ... | | 14 | TPS1 | Throttle position sensor 1 | | 15 | TPS2 | Throttle position sensor 2 | | ... | ... | ... | | 30 | IGN | Ignition switch input | | ... | ... | ... |

If your OBD-II scanner says "No communication" but the ECU has power (pin 80), check the CAN bus. Resistance between pin 15 (CAN Low) and pin 16 (CAN High) should be approximately 60 ohms (due to two 120-ohm terminating resistors in the cluster and ABS module). Open circuit (>100 ohms) means a broken wire.

For ECU tuners and piggyback installers:

The Bosch ME7.1.1 (often shortened to ME711 in casual conversation, though the correct industrial suffix is 7.1.1) is one of the most iconic Engine Control Units (ECUs) from the late 1990s and early 2000s. Found predominantly in Audi, Volkswagen, Seat, and Skoda models with 1.8T 20V engines (codes like AEB, ATW, AWM, and B5), this ECU represents a sweet spot between analog simplicity and early drive-by-wire sophistication.

For tuners diagnosing a no-start condition, wiring a standalone harness, or repinning an ECU for a swap, understanding the Bosch ME711 pinout is non-negotiable.

Searching for "bosch me711 pinout" often yields blurry forum images or incomplete lists. This article provides a clean, verified, function-based breakdown of every pin, grouped by its role in the vehicle.

The Bosch ME711 ECU has a 121-pin connector, which is divided into three main sections: