Well the swap is complete at least, although we had to put the stock clutch back in after we found out that the new (CLUTCHMASTERS) would not even allow the car to go in gear:( Also found out that the blue bird ecu would start the car, but when we turned the ignition off it continued to run.:confused: So the stock ecu is being used for the time being. JWT ecu I should have in a week, so no biggie on that part. Overall things went fairly well considering the glitches we had. Thanks so much BEN DAVIS and to all those fellas that were there in spirit and also that were there and lended a helping hand. Thanks to all on the forum that answered my questions and provided their knowledge.

Copied over from my post in the Midwest forum:

Swap was a success. Friday night we had the motor out in 2 hours flat. Spent the rest of that night prepping the new motor including putting the tranny on. That took longer than expected since there was a dowel in the tranny and on the same place on the motor. Removed one and it went right on. Inkorect showed up which helped us quite a bit.

Saturday morning we put the motor in. Put 3 of 4 ES motor mount inserts in. I told BlowN_SpecV and Inkorect that no one had ever gotten the firewall insert in in my garage before and this made them try really hard. With some grease, a C-clamp, and some metal plates, they got it in.

The next, and proving to be the biggest problem of the whole swap, was the clutch. He had a Clutchmasters clutch kit to put on. I had heard many bad things about them in the past on the SE-R list, but those were mostly many years ago so I thought the company would have corrected all their quality problems. Anyways, we put the clutch cable on and I tried the clutch pedal. It simply fell down for 80% of the travel and only had resistance for 20%. Not good. The clutch cable was already all the way tight. I have seen stretched clutch cables before, but this was riduculous. The current clutch he had in there was not even 2 years old and his clutch cable worked fine with it. We took the clutch cable out and compared it to another used cable I had and it was the same length, so it was not stretched abnormally. I decided that we should drill two new holes in the clutch cable bracket to make the cable tighter. Inkorect, Mr. Machinist, used my drill press to complete this feat. Installed the modified clutch cable bracket and voila, proper freeplay. Clutch pedal still felt weird to me. I've installed stock clutches, JWT clutches, and ACT clutches, all of which have that "middle" feel in the pedal travel somewhere. This clutch did not have that. Passing it off as the way the Clutchmasters must feel, we kept working.

After a few more hours of installation and 79 hours of letting the Redline Heavy Shockproof gear oil seep into the tranny, we started it up. After a second try she ran. Turned the key off and took it out of the ignition to go put the tires on and... it still ran... Pulled battery cable, still running off alternator. Pull plug wires and it died. Car still acted like key was in the ignition and in the ON position. Went to AIM for help. Talked to Mike Jez and he suggested checking out the ECCS relay. I pulled the one that is on the ECU and car went to the off mode like it should. Tested that relay and it was fine. We then disconnect power to the alarm installed in the 92 SE-R to not avail- still the same behavior. After some phone calls and AIM messaging we decided to take the DET ECU out which he was using and put the stock ECU back in. I know the stock ECU will work with 370cc injectors and T25 turbo because Fast91SER's friend ran with that setup for over a year with no problems besides having a general rich condition. That solved the problem. Car would shut off normally now. I guess the DET ECU is no good.

Ok, it is now 9:30PM Saturday and car is on the ground, running well, about ready to pull out of the garage. Car will NOT go into any gear. After messing with the clutch cable so much and checking to see that the throwout bearing was on before (forgot to mention we did that in the clutch cable troubleshooting process) we determined that the Clutchbastards clutch was defective.

Clutch job time!

After a couple hours more work and pizza got the car on the ground and it would go into gear just fine. Went for a romp and it ran beautifully. Stock clutch held great allowing to break the 195/50-16s loose in the middle of first gear. Around 12:30AM BlowN_SpecV rolled out of my garage.

So bad Clutchbastards clutch and bad DET ECU put us hours behind. If it wasn't for those two problems, we probably would have been done early Saturday afternoon easily. Getting the old motor out is the fastest process. Swapping parts from the old motor to the new one and installing the new motor in the car takes much longer for some reason.

Oh, and I am SO IMPRESSED on how the stock ECU runs the car! It ran just as well and has just as much power and Ben Moses' and blackb13's cars! In all the driving around I heard just one small pop of backfire and the idle hunted around just a tinch. But I think it utterly amazing that an ECU with NA fuel and timing maps for 9.5:1 compression and programmed for 259cc injectors could run a 8.5:1 DET with turbo and 370cc injectors (a 30% difference in flow) could run it so well. I'd really like to know why it seems to do so well. I would expect all kinds of unburned fuel and backfiring and spikes and dips in power. Not so. We even still had the DET O2 sensor connected to the car as well! Very impressive. Vinny was here with his 2000 SE and I told him that if all the B15 SR20DE guys are so worried that JWT doesn't make an ECU for them and they just want T25 power, maybe even T28, to not really worry about it. Just got some 370cc injectors put in and strap the turbo on. BlowN_SpecV's car ran so well, as well as knowing Fast91SER's friend ran in this fashion for over a year, that I may not even consider spending the money on any ECU modifications. I really would like to dyno a properly programmed JWT ECU versus a stock ECU with a wideband O2 sensor and see how the power levels as well as the A/F ratios are, but, again, I was really impressed with how the car ran with the stock ECU.

Originally posted by Ben92SentraSE-R
Vinny was here with his 2000 SE and I told him that if all the B15 SR20DE guys are so worried that JWT doesn't make an ECU for them and they just want T25 power, maybe even T28, to not really worry about it. Just got some 370cc injectors put in and strap the turbo on.

the sr20 b15's have top feed injectors so that won't work.

So get some top feed 370's.

The B15 ECU is totaly different.. the whole harness would have to be changed over..
Travis

unlucky-

I meant slap some turbo parts ON the B15 motor using the stock ECU and some non-Bluebird 370cc injectors like NiceGuy suggested.

So, I'm thinking, with top feed 370's, stock B15 ECU, BB manifold, BB T25, FMIC, we won't need any form of engine management other than the stock ECU?

What about a rising rate regulator?

My bad, nobody makes top feed 370's, damnit.

Originally posted by Ben92SentraSE-R
unlucky-

I meant slap some turbo parts ON the B15 motor using the stock ECU and some non-Bluebird 370cc injectors like NiceGuy suggested.
oh.. I see.. Is there a top feed 370cc injector? I would be interested in this for that very reason you are mentioning..
Travis

Using the stock ECU, I would think you need an AFC to lean it back out.

As I understand it, the 259s are just not quite enough to run a 7psi T25 setup. Jay Hassinger said a 16:1 rising rate FPR should do the trick, but how well he was not sure.

What I think could be done is fine something like a 310cc top feed injector or some other size in between 259 and 370 because the 370s can feed like 230-240hp at 3 bar of fuel pressure, so a little smaller should be able to handle 190-200hp. Going with a 310 would make your car run less rich than a 370 with a stock ECU. A 310 injector is only 17.5% bigger than a 259 as opposed to a 370 which is 30% bigger. I think VE injectors are 310cc, not that these would fit in a B15 motor.

Disclaimer: Even though this is likely to work, I'd highly recommend checking your setup out on a dyno with a wideband O2 to make sure things are really ok.

aren't the injectors on bluebird or avenir DET motors top-feed 370cc injectors? what about a custom fuel rail setup?
JCC

Also, my friend's BB DET swapped 1994 sentra LE(4dr) runs beautifully on 370cc injectors and a stock SE-R ECU as well, just to prove that it is not a lucky thing, but yes it does run rich like 75% of the time,
JCC

Nope. Only the motors like the B15s (2000 and 2001) have the top feed style injectors like Hondas have. We all have side feed injectors or something.

JCGator42 - you say it runs beautifully, yet rich "75% of the time." What does that mean? How do you know this?

Does the idle hunt at all? How is the gas mileage? Any runability issues whatsoever?

the A/F gauge shows rich about 75% of the time, but the car still runs great. I was in the car the first time it ever ran, and for a couple of days afterwards. The idle was really crappy at first because one of the vacuum lines came undone(took 6hours to find this problem). The car idles decently well, jeff(body80) adjusted the idle so it is around 900-1000rpm now, and it stays well at that point. the gas mileage is not the best, but the car does not backfire at all even with the straight thru 2.5" mandrel bent exhaust from turbo-back. I will ask Jeff exactly what his idle is at the moment and what is his gas mileage ciy/highway. I believe during the first 3 days he got like 18mpg or something from gunning it at every damn stoplight, lol.
JCC

BTW- the car has been running for 4 or 5months now and absolutely no problems,
JCC

Originally posted by Ben92SentraSE-R
Oh, and I am SO IMPRESSED on how the stock ECU runs the car! It ran just as well and has just as much power and Ben Moses' and blackb13's cars! In all the driving around I heard just one small pop of backfire and the idle hunted around just a tinch. But I think it utterly amazing that an ECU with NA fuel and timing maps for 9.5:1 compression and programmed for 259cc injectors could run a 8.5:1 DET with turbo and 370cc injectors (a 30% difference in flow) could run it so well. I'd really like to know why it seems to do so well. I would expect all kinds of unburned fuel and backfiring and spikes and dips in power. Not so. We even still had the DET O2 sensor connected to the car as well! Very impressive. Vinny was here with his 2000 SE and I told him that if all the B15 SR20DE guys are so worried that JWT doesn't make an ECU for them and they just want T25 power, maybe even T28, to not really worry about it. Just got some 370cc injectors put in and strap the turbo on. BlowN_SpecV's car ran so well, as well as knowing Fast91SER's friend ran in this fashion for over a year, that I may not even consider spending the money on any ECU modifications. I really would like to dyno a properly programmed JWT ECU versus a stock ECU with a wideband O2 sensor and see how the power levels as well as the A/F ratios are, but, again, I was really impressed with how the car ran with the stock ECU.

:D ;) :eek:

See.

I dont post much....but when I read this I knew that charlie was going to reply when i saw the explantion..lol

Originally posted by SeenSense
I dont post much....but when I read this I knew that charlie was going to reply when i saw the explantion..lol

Thanks. lol. How did you know I would reply? Oh I know, because I love JWT. ;) and I think the SAFC is only good as a paper weight. :rolleyes: . I should probably keep my thoughts to myself before everyone figures me out.:D






;)