The swap is a customers, a 95 B16A2 out of what I think was a CRXSi, the target car is a 96 Civic EX.

I'm getting codes 4, 8, 9 and 10.

4 - Crank Position Sensor
8 - Top Dead Center Sensor
9 - Cylinder Position Sensor
10 - Intake Air Temp Sensor

Since we went from a OBD2A to OBD1, I know that the computer should not be looking at some sensors. Namely the Intake Air sensor, and Crank Position. There was no CKP on that engine at all. Not near the harmonic balancer, not near the oil pump. If the ECU came out of the same car as the engine, why is the ECU looking for that sensor. The ECU that came with the engine is a P30, which I know is correct for that engine, but maybe I have the wrong OBD....or wrong information.

Help please

 

All ECU's look for an IAT sensor and all sequential fuel injected Honda ECUs look for the CKP, TDC and CYL sensors.

The CKF sensor is down by the oil pump and is a sensor that OBD1 ECUs have no clue about.

 

CKF is crank fluctuation correct?

I understand the TDC, and Cylinder Position for fuel injection, but how can a sensor in the dizzy check crank position? I understand if it takes the TDC and CYP readings it can judge where it is, but a sensor is not that smart.

Anyrate, thanks for the information, but if the sensors checkout ohms wise, and the wiring is correct, how likely would it be for the ECU to throw those codes if it was damaged?

 

CKF is indeed the Crank Fluctuation sensor - an OBD2 only item.

No a sensor is not that smart - but the ECU is somewhat intelligent. The microcontroller in the ECU has a system of internal timers and counters that are set/reset (along with the counter being incremented/decremented) in order to keep things in sync.

If the sensors check out ohm wise and the associated wiring checks out as well, I'd be hesitant to suspect the ECU for your case. You're the first person I've seen that has thrown codes for all 3 sensors at the same time. Typically, if the bearing was failing allowing the shaft to vibrate to a high enough degree, the ECU would throw a code for only 1 sensor (so far as I've seen).

Have you checked for sensor resistance all the way back at the ECU connector (not just at the distributor connector)? It'd help to eliminate the jumper harness as a possible culprit.

 

We checked for continuity in the wires from the dizzy harness to the ECU harness, everything checked out there, so no broken wires. We also checked to see if maybe there was tracking in the harness. No luck there.

The IAT is NOT hooked up (I thought it was OBD2 only), so that explains that code. That would not affect the others correct? Also, because I believe the engine wasw dropped, it's likely that the dizzy was damaged during the fall. The sensors could check out alright, but in reality be bad. I'm ruling that out by getting a dizzy to test with.

 

Usually the windings of the sensors don't go bad - they always seem to ohm out alright. Even when the bearing goes south, the sensors ohm out alright. So yeah, resistance measurement of these isn't really that accurate. You need an o'scope to see what the waveforms look like. The ECU needs something intelligable to trigger off of. Here are some waveforms if you care to have a look.

I can't imagine the IAT code having anything to do with these codes - pretty remote.

But hearing that the engine was dropped doesn't sound too good. I know a kid who tried using an impact screwdriver to get the rotor screw off. He ended up damaging the distributor sub-assembly in the process.

 

Most of these sensors are Hall effect anyway right? Either on or off, ECU determines problems by what the pattern is. It's strange having all sensors read right, wires correct, and ECU working, and still having problems.


Ghosts....damn ghosts.

Oh well, thanks for all your help. I will let you know what I find, if I find it

 

a 95 B16A2, out of a CRX SI... i think not.

 

Variable reluctor - it produces an AC voltage with the ECU triggering off of the negative going edge (polarity matters).

 

Does the kind of car it came out of really matter in a case like this, JDM?........i think not

EE_Chris, thanks for your help.

 

All Honda distributors are the same as far as this particular sensor type - its not something specific to USDM or JDM cars.

But you are measuring the coil resistance through the jumper harness back at the ECU in the correct pin locations, right?

Certainly welcome for the help.

 

Actually, I was measuring the resistance readings at the connector. The information I have did not specifiy any location to take readings, although since the wires have their own resistance (especially since we spliced in the old connector with the existing wiring) I wonder if the ECU is not getting the required signal.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EpeK &raquo;</TD></TR><TR><TD CLASS="quote">(especially since we spliced in the old connector with the existing wiring)</TD></TR></TABLE>

Can you list what wires you connected to what?

That's why I keep saying measure the resistance of those sensors back at the ECU and not just the distributor connector.

 

I compared the wiring diagrams from the engine harness and the car harness, and swapped connectors.

I will check the resistance from the sensor to the corresponding pin on the ECU. Thanks!

 

What engine wiring harness are you using?

Sounds like you have some series wiring issues. I would just run those 3 codes from the dist. straight to the ecu. If that still doesnt work then try another dist.