jdm itr swap
03-15-2008, 08:58 AM
#11
for alarms/rmt-strts
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04-01-2008, 03:54 PM
#12
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Re: jdm itr swap
why are you putting a type r in your si? I mean a type r is going to cost you like $4000 plus, why dont you take that money and build the b16. You can turbo your motor and put down some really good numbers
Last edited by jdmadam; 03-24-2010 at 03:51 PM.
04-12-2008, 08:17 PM
#16
braap braap
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Re: jdm itr swap
What the hell are you talking about? What is a "crank angle knock sensor"? Do you mean a knock sensor or a crank angle sensor?
Why are you trying to confuse people with meaningless crap?
At to make things worse, you're not talking about either actually..
The crank angle sensor is in the distributor (which they all have) , and the knock sensor is completely unrelated (and all B-series VTEC engines have that too). If you try to bypass the crank angle sensor, which is one of the main sensors the ECU uses to determine engine angular position, you're in a world of hurt. It's hard to inject fuel and fire a spark plug if you don't know where the pistons are except when you're at top dead center and at the cylinder one position.
You're talking about a crank fluctuation sensor, it picks up off of the crank gear down by the oil pump. USDM ODB2 cars generally have it, JDM generally doesn't. A USDM oil pump (with CKF sensor) and USDM crank gear (with a new woodruff key because the ITR woodruff key is permanently attached) is all you need if you want to use a USDM OBD2 ECU.
You might have to do something about the immobilizer if you use the ITR ECU (I don't remember, do some research), but I would still suggest using that because it has the correct mapping and parameters for the ITR engine. So you'll be de-tuning the engine if you use the B16 ECU.
Why are you trying to confuse people with meaningless crap?
At to make things worse, you're not talking about either actually..
The crank angle sensor is in the distributor (which they all have) , and the knock sensor is completely unrelated (and all B-series VTEC engines have that too). If you try to bypass the crank angle sensor, which is one of the main sensors the ECU uses to determine engine angular position, you're in a world of hurt. It's hard to inject fuel and fire a spark plug if you don't know where the pistons are except when you're at top dead center and at the cylinder one position.
You're talking about a crank fluctuation sensor, it picks up off of the crank gear down by the oil pump. USDM ODB2 cars generally have it, JDM generally doesn't. A USDM oil pump (with CKF sensor) and USDM crank gear (with a new woodruff key because the ITR woodruff key is permanently attached) is all you need if you want to use a USDM OBD2 ECU.
You might have to do something about the immobilizer if you use the ITR ECU (I don't remember, do some research), but I would still suggest using that because it has the correct mapping and parameters for the ITR engine. So you'll be de-tuning the engine if you use the B16 ECU.
(I'm in the middle of adding a B18c in my Si and bought another harness. I removed it from my harness, along with the knock sensor plug. I'm going OBD-1. Fuck obd-2)
why are you putting a type r in your si? I mean a type r is going to cost you like $4000 plus, why dont you take that money and build the b16. You can turbo your motor and beat a type r any day or build a all-motor application etheir way its going to be faster than a type r if built right. In my opinion the b16 and the b18b (ls) are the best motors to build
Or I like the fact that it has a slightly better head, nice girdle in the bottom end and the factory LSD. While your working on your 'hybrid' setup. I'll turn key and continue to beat on it.
Plus. I don't know about you but most people would feel more secure in buying a car with a factory Type R swap than some joe-blow from your area throwing together a lsvtec setup.
And for the record, I know you'll come back with your first sentence to me. I have no where NEAR 4,000 dollars in my Type R swap.
04-12-2008, 08:25 PM
#17
Racetracks
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Re: jdm itr swap
The sensor on the crank is not the crank angle sensor, it's the crank fluctuation sensor. OBD2 B16s still have the crank angle sensor in the distributor.
Look it up.
Last edited by Fabrik8; 04-12-2008 at 08:27 PM.
04-13-2008, 05:39 AM
#18
TurboPipingSystems
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Re: jdm itr swap
Correct.... although many tuners/builders always refer to that sensor on the crank as Crank Angle Sensor.... so, did myself a while back until I started setting up my EMS to integrate a C.O.P. (Honda CBR coils) system. I wanted to completely remove my distributor for the set-up and found out that it will NOT work since the distributor houses the Crank Angle Sensor which generates the signal for the firing sequence of the spark plugs. So, what I did was tamper with the internal of the distributor and remove most of its gut as per articles I've read.
It is also a true statement that if the Crank Fluctuator Sensor is not hooked, the ECU can also/possibly emit a code for the Crank Angle Sensor (code 54 and code 8).
I know that this thread was requested to be closed... but this is to clarify and elaborate some of the facts that we were discussing.... this is what we are here for afterall.........
It is also a true statement that if the Crank Fluctuator Sensor is not hooked, the ECU can also/possibly emit a code for the Crank Angle Sensor (code 54 and code 8).
I know that this thread was requested to be closed... but this is to clarify and elaborate some of the facts that we were discussing.... this is what we are here for afterall.........
Last edited by thermal; 04-13-2008 at 05:41 AM.
04-13-2008, 11:59 AM
#19
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Re: jdm itr swap
Its too bad that the CKF encoder wheel is part of the crank pulley, because then you could have just used that for the crank angle sensor (with a different encoder pattern), like most (non-distributor) engines do. But, you still would have needed the cam position sensor so gutting the distributor was still the best way to go. Why does Honda have to do everything so differently?