I just did a 97 jdm b18c itr swap in my 00 usdm itr. I used my stock harness with my stock p73 ecu . I just got done with the swap and took it for a test drive but the car wont pass 3.5k its in limp mode or something .

Do yall have any ides what i need to do or did i mess up somewhere. Everything is connected the right way , the only thing i couldnt connect was the crank sensor ( the sensor behind the crank pully ) . Everything else is plugged up .


Thanks in advance for info and help.

 

i was gonna suggest the crank angle sensor, theres a write up on bypassing (rewiring)
ill see if I can find it in my PMs

 

http://technet.ff-squad.com/ckftrick.htm
p1337 code

 

Doing this bypass for the crank sensor is gonna fix the limp mode problem ?

 

Fixed the limp mode not going past 3500rpm . It was the jdm dizzy ( i guess bad ) , but the check engine light for the crank sensor is still there . That write up didnt work for me . Its calling for a black wire in slot 30 or 31 cant remember now , but my wire is white from the factory . So maybe thats the problem why the check engine light is still on .

 

is your car obd2a or b?

 

all kinds of things, but

1. did you use your usdm vtec solenoid?
2. did you use a usdm oil pump and swap your crank sensor?


those two are the biggies and 99% of the places people screw up

 

I used my Oem itr harness , my ecu is oem too (obd2b). I used a usdm vtec solenoid . Jdm oil pump and you cant swap the crank sensor , because there is no place on the jdm motor for the sensor to go on .

I took the old crank sensor of the old swap and then took the crank pully off on the jdm engine but there was no place for the crank sensor to go on anywhere . So i tried this write up and it didnt work =/

 

It may possibly be the obd2b ecu.. that's my guess but I may be wrong

have you scanned it for trouble codes?

 

None of that causes limp mode. The lack of USDM VTEC solenoid would either just result in non-operational VTEC or would result in the engine rev limiting and at VTEC crossover.

The 3500RPM rev limit is usually caused by a bad TDC sensor...which the OP replaced when he replaced the distributor.

The CKF absolutely does not affect the the way B series swaps run. It's just a passive sensor....like a secondary O2 sensor. All it does is detect misfire. It's not a "crank sensor"...it's a crank FLUCTUATION sensor. The TDC sensor (crank/cam sensor) is in the distributor.

The CKF fix has always worked for me. I remember that the wire on my ITR was white/red as well. But it worked perfectly fine on mine. You have to cut the right wires in the right places, though. I find that it's easy to mix up which wire to cut. I have done that once. I corrected that mistake and BAM...worked fine. I have done the CKF fix on 4 or 5 different cars with perfect results.

I guess the best thing to do would be to just get a USDM oil pump...but since the motor is already in the car, removing the belts, crank pulley, timing belt, and oil pan sound like I'd rather just keep the wires snipped and rigged on mine lol.

If I ever move to killafornia, I'll get the USDM pump and the USDM lower timing cover. I already have a CKF from my B16A2.

 

^ I see what you saying ... I drove the car , runs amazing and i can care less for the ckf sensor . Eventually im gonna go later with a p28 and get the car tuned .

 

you have to swap on the usdm oil pump. also do not get the lower crank pullies confused! the jdm and usdm timing marks are in different locations and the lower gears are stamped obviously in different locations

 

I have a 98 JDM B18C Spec R running in a 95 Delo Sol (Vortech Supercharged... but that's a different story). Use the JDM ECU. Your problems will all go away. My JDM P73 ECU does not even require the 2nd O2 sensor and is only concerned with managing the engine. There does not appear to be a limp mode.

 

this is actually a pretty good idea

if you run the jdm ecu you won't have to worry about parts crossing

by the way i have a spare jdm p73 ecu

120 shipped

 

^Is your ECU OBD2A or OBD2B? I ax because my friend might need one.

 

all the jdms are obd2a

this one is p73-013

which by most searches are said to be a 1998 ecu, but, they are getting shipped with 1997 swaps. from what i understand there is virtually no difference between a p73-003, 013 and 023

 

Don't the 98+ spec JDM swaps have the CTR cams? In any case...are u sure 00-01 JDM ECUs aren't OBD2B?

 

fairly, have to call an importer to verify, steve at hmo should know off the top of his head

also hard to say on the ecu, traditional knowledge says

p73-003 is 96-97
p73-013 is 98-99
p73-023 is 00-01

but the past couple swaps i've looked at online with 9/6 heads had p73-013 ecus. i'm not sure if 003 is just getting harder to find or what?

 

Sorry to bring back an old thread, but i need the help of you gurus.
I have a 99 dx with a jdm b18cr motor. Currently I'm trying to get it to pass inspection here in MA. From what I've read so far the way to do it is, putting a USDM p73 ecu in the car. I know I would need a USDM vtec solenoid valve along with a vtec pressure switch. Though my question is about the CKF. The motor is already in the car, and I don't have the means to removing it just to install a new oil pump and crank pulley to run the CKF. Does the mod to tricking the ECU into thinking there is a CKF get rid of the code that will pop up? Is there anything else I'm missing to run a stock usdm p73 ecu without any codes being thrown? Any help would be greatly appreciated.

 

If you do the bypass CKF trick then it will clear the light and also the distributor may need to be changed to the USDM as well as the Vtec solenoid. Also a secondary O2 with a catalytic converter.

I plan on getting all of this done to pass inspection as well...whenever I buy a jdm swap.

 

distributors are fine. all the jdm itr distributors are obd2a plugs. they will run fine on a usdm ecu

 

I have a b18c-r in CA, will the CKF trick work for a referee inspection?

 

as long as you cant see the wires hidden I would say so

 

FWIW, my 98 ITR passed a CA test only smog inspection with a JDM ITR swap, CKF bypass and VTEC pressure switch bypass using a USDM ITR ECU. It'd be best do any connections away from the ECU where they are not visible.