Dumping T2 in my N/A 87 and...
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Dumping T2 in my N/A 87 and...
I have a question. I've read a few threads in the archive and some say you can use a N/A wire harness, and some say you have to have a Turbo harness. I have a turbo ECU but no harness.
Can someone set me straight here... thanks.
Can someone set me straight here... thanks.
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um i had the same question i've been told that to do the swap correctly you have to get the t2 harness i would just get a new one might cost you some dough but at least you know their shouldn't be any problems.
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And how is that doing it right? You're creating ten times more work for zero gain, so your advice is bad. If you don't have at least some previous knowledge of the topic, please don't post.
Only two small wiring changes in the ECU are required to use the NA harness with the TII motor and ECU. As mentioned above, trying to use a TII harness in an NA creates a bunch of extra work. There is nothing in extra the TII harness needed to run the engine.
Only two small wiring changes in the ECU are required to use the NA harness with the TII motor and ECU. As mentioned above, trying to use a TII harness in an NA creates a bunch of extra work. There is nothing in extra the TII harness needed to run the engine.
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Here are the differences between the NA and Turbo ECU pin-outs:
Series 4
Pin 1R (LG/B wire) is the knock control unit on Turbos and the power steering pressure switch on NA's. If you're installing the Turbo knock control unit you'll need to cut the wire ~6" from the ECU connector and extend the connector side to where you've installed the knock control unit (which also needs power and ground connections). If you're not installing the knock control unit and you have power steering you'll need to cut the wire anyway, otherwise every time you turned the wheel the ECU would get what it thinks is a knock signal and retard the ignition timing.
Pin 2K (L/B wire) is the twin-scroll solenoid valve on turbos and the split air solenoid valve on NA's. If you're keeping the twin-scroll control system operative you'll need to connect the split air solenoid valve connector to the twin-scroll solenoid valve. If you're not keeping the system operative you can leave it disconnected.
Series 5
Pin 1U (Br/R wire) is mileage switch #2 on Turbos, empty on 5-spd NA's and the AT switch on auto NA's. If your car was an auto you should disconnect and remove the EC-AT control module.
Pin 2M (Y/B wire) is the knock sensor on Turbos and the VDI solenoid valve on NA's. Connect the knock sensor to the VDI solenoid valve connector.
Pin 3N (G/R wire) is empty on 5-spds and the EC-AT control unit idle signal on autos.
Pin 3R (L/W wire) is the boost control solenoid valve on Turbos and the 6PI solenoid valve on NA's. If you're keeping the factory electronic boost control you'll need to connect the boost control solenoid valve to the 6PI solenoid valve connector.
Series 4
Pin 1R (LG/B wire) is the knock control unit on Turbos and the power steering pressure switch on NA's. If you're installing the Turbo knock control unit you'll need to cut the wire ~6" from the ECU connector and extend the connector side to where you've installed the knock control unit (which also needs power and ground connections). If you're not installing the knock control unit and you have power steering you'll need to cut the wire anyway, otherwise every time you turned the wheel the ECU would get what it thinks is a knock signal and retard the ignition timing.
Pin 2K (L/B wire) is the twin-scroll solenoid valve on turbos and the split air solenoid valve on NA's. If you're keeping the twin-scroll control system operative you'll need to connect the split air solenoid valve connector to the twin-scroll solenoid valve. If you're not keeping the system operative you can leave it disconnected.
Series 5
Pin 1U (Br/R wire) is mileage switch #2 on Turbos, empty on 5-spd NA's and the AT switch on auto NA's. If your car was an auto you should disconnect and remove the EC-AT control module.
Pin 2M (Y/B wire) is the knock sensor on Turbos and the VDI solenoid valve on NA's. Connect the knock sensor to the VDI solenoid valve connector.
Pin 3N (G/R wire) is empty on 5-spds and the EC-AT control unit idle signal on autos.
Pin 3R (L/W wire) is the boost control solenoid valve on Turbos and the 6PI solenoid valve on NA's. If you're keeping the factory electronic boost control you'll need to connect the boost control solenoid valve to the 6PI solenoid valve connector.
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Actually, doing it right would be replacing that crusty 20 year old Mazda wiring with a full standalone. No one swaps the TII engine into an NA and keeps it stock afterwards, so it's best to start with an appropriate platform instead of relying on hacks and piggybacks to make it somehow work.
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#9
^^ very good point Aaron. My bad on my part. But NZconvertible I do have alittle experience since my car came with a T2 swap with a n/a harness and it was all ghetto riged. After seeing the few things you have to do to make a n/a harness work on a T2 I feel that getting the right harness is the only PROPER way to do it.
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I just deleted my first response to the words **getting the right harness is the only PROPER way to do it.***** Cursing is verboten around here.
See the posts just above this one for why. The wiring on a turbo EM harness does not match the FRONT harness on a non turbo series four car. A simple look at the wiring diagrams and the plugs that mate b/t the Front and EM harness tell the story.
*Getting the right harneess* is bunk. As close to the *right harness* is the stock n/a harness. Talking series four.
And there is another wire *problem* not mentioned in the NZ short list. It's the wire for the Air Bypass Valve. Both n/a and Turbo have this valve, but on a n/a it's on the left side of the engine and on the turbo on the top right. Talking harness length. But then again, most people (other than me), delete the Air Bypass Valve all together.
Standalones are for people who can't make adjustments to two smal wiring details. They buy a standalone and open the box. The wiring harness just jumps out of the box and falls in the engine bay all by itself alone and EVERYTHING that functioned on the original car now works and works better. No thought involved. Just open the box. Make sure the hood on the engine is open so it can access the engien bay.
And I've been there/done that on the swap b/t non turbo to turbo using a n/a harness. A walk in the park.
Jesus H Christ! Give me a break.
See the posts just above this one for why. The wiring on a turbo EM harness does not match the FRONT harness on a non turbo series four car. A simple look at the wiring diagrams and the plugs that mate b/t the Front and EM harness tell the story.
*Getting the right harneess* is bunk. As close to the *right harness* is the stock n/a harness. Talking series four.
And there is another wire *problem* not mentioned in the NZ short list. It's the wire for the Air Bypass Valve. Both n/a and Turbo have this valve, but on a n/a it's on the left side of the engine and on the turbo on the top right. Talking harness length. But then again, most people (other than me), delete the Air Bypass Valve all together.
Standalones are for people who can't make adjustments to two smal wiring details. They buy a standalone and open the box. The wiring harness just jumps out of the box and falls in the engine bay all by itself alone and EVERYTHING that functioned on the original car now works and works better. No thought involved. Just open the box. Make sure the hood on the engine is open so it can access the engien bay.
And I've been there/done that on the swap b/t non turbo to turbo using a n/a harness. A walk in the park.
Jesus H Christ! Give me a break.
Last edited by HAILERS; 05-10-07 at 02:38 PM.
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I see the turbo engine has an extra intake air temp sensor at the throttle body, will this not be hooked up? Also I have read that if the ecu detects too much boost, it cuts fuel to the back chamber... is there a MAP sensor that I havent noticed?
And lastly, yes or no on the N/A air flow meter.
thanks alot guys for all your help, I'm real excited about the swap. Pulled the na motor out last sunday, turbo motor will be set over in the car on saturday
Still have to get a FMIC and piping. I also think I'm going to pull off the metering oil pump and premix... Since I work at a marine service shop I have alot of tcw3 oil available.
And lastly, yes or no on the N/A air flow meter.
thanks alot guys for all your help, I'm real excited about the swap. Pulled the na motor out last sunday, turbo motor will be set over in the car on saturday
Still have to get a FMIC and piping. I also think I'm going to pull off the metering oil pump and premix... Since I work at a marine service shop I have alot of tcw3 oil available.
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Originally Posted by Aaron Cake
Actually, doing it right would be replacing that crusty 20 year old Mazda wiring with a full standalone. No one swaps the TII engine into an NA and keeps it stock afterwards, so it's best to start with an appropriate platform instead of relying on hacks and piggybacks to make it somehow work.
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Originally Posted by bansheerider29x
But NZconvertible I do have alittle experience since my car came with a T2 swap with a n/a harness and it was all ghetto riged. After seeing the few things you have to do to make a n/a harness work on a T2 I feel that getting the right harness is the only PROPER way to do it.
Originally Posted by HAILERS
And there is another wire *problem* not mentioned in the NZ short list. It's the wire for the Air Bypass Valve. Both n/a and Turbo have this valve, but on a n/a it's on the left side of the engine and on the turbo on the top right. Talking harness length.
Correction. Air Bypass SOLENOID, not Valve.
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Originally Posted by EightySevenRx7
I see the turbo engine has an extra intake air temp sensor at the throttle body, will this not be hooked up?
Also I have read that if the ecu detects too much boost, it cuts fuel to the back chamber... is there a MAP sensor that I havent noticed?
And lastly, yes or no on the N/A air flow meter.
Basically, the MAP sensor and AFM have to match the ECU used, in this case the Turbo one.
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Use an N/A harness. I just did a swap with the Turbo harness. While it works, I did have to do a bit of re-wiring. Looking back, I should have ignored the person who said it was recommended to use a Turbo EM harness. Then when it came time to get the car running, and I had to splice a billion wires to get it working, I read HAILERS numerous posts about using an N/A harness and said "god dammit."
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na harness is easy peasy.
cut two wires at the ecu plug, and then plug everything in.
ait sensor moves from the back of the uim to the tb elbow, but honestly. i dont even have one right now. using a na tb elbow. It likes to flood, but besides that no problems.
car runs great.
cut two wires at the ecu plug, and then plug everything in.
ait sensor moves from the back of the uim to the tb elbow, but honestly. i dont even have one right now. using a na tb elbow. It likes to flood, but besides that no problems.
car runs great.
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Here's a picture of the two plugs on the EM harness that connect to the Front harness.
Both n/a EM plugs and Turbo EM plugs mate with each other.....But the function of several wires are different and have to be addressed if you put a Turbo EM harness in a n/a car.
As shown in the pictues, the wires that are different have a ( ) around them, showing the diff b/t turbo vs non turbo at that paticular location.
I never said you can't use a Turbo EM harness on a non turbo car, but you need to address those wires/functions and they represent much more in the way of alterations than to just use the stock n/a harness with a Turbo engine.
I'd bet I could even install a stamalone and get most of the wiring right.
Yes, the secondary injector clips will reach just fine.
Both n/a EM plugs and Turbo EM plugs mate with each other.....But the function of several wires are different and have to be addressed if you put a Turbo EM harness in a n/a car.
As shown in the pictues, the wires that are different have a ( ) around them, showing the diff b/t turbo vs non turbo at that paticular location.
I never said you can't use a Turbo EM harness on a non turbo car, but you need to address those wires/functions and they represent much more in the way of alterations than to just use the stock n/a harness with a Turbo engine.
I'd bet I could even install a stamalone and get most of the wiring right.
Yes, the secondary injector clips will reach just fine.
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Standalones are for people who can't make adjustments to two smal wiring details. They buy a standalone and open the box. The wiring harness just jumps out of the box and falls in the engine bay all by itself alone and EVERYTHING that functioned on the original car now works and works better. No thought involved. Just open the box. Make sure the hood on the engine is open so it can access the engien bay.
You mean like you did? That seemed to work.
Standalones are great, but they're in a whole different league to the very minor changes required to use the NA harness. And there are hundreds of mildly modified genuine Turbos driving around on stock ECU's quite happily, and the end result of doing this is exactly the same as all of those cars. I remember you once saying people are far to keen on saying "go standalone", without appreciating the cost and work involved. A simple engine swap doesn't justify a complete EFI system change. That's determined by what else is planned for the engine, which might be a little or a lot.
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'Course, it's another story if the owner of the car has no hope of wiring up a standalone properly.
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