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Productive day. Even though I didn't hear from Blairellis, hmm reminds me of that one time I was installing Thermoblok spacers...
Water pump installed, wish I could have done that with the engine out. That being said, it wasn't a big deal, didn't have the belts on so they were out of the way already. Axles back in, VE TB cleaned and TPS switched over from DE TB, new motor mounts in, noticed the B14 MAF requires some fabbing to fit the DE airbox. Man, that B14 MAF has a tiny diameter compared to my B15 MAF. Got figure out how to get the TB side of the B14 MAF to fit into the much larger connecting hose.
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"Everybody can relax, I found the car. Needs some suspension work and shocks. Brakes, brake pads, lining, steering box, transmission, rear-end. "
DE dizzy transfered, belts installed, header port matched (not far off to begin with), header and mid-pipe installed. Looks like I may have to tap the intake plenum for the power steering pump.
DE dizzy transfered, belts installed, header port matched (not far off to begin with), header and mid-pipe installed. Looks like I may have to tap the intake plenum for the power steering pump.
I guess I don't understand why the PS Pump would connect to the IM?
I guess I don't understand why the PS Pump would connect to the IM?
_SHig
There's a sensor on the B15 model that actualy measures variations in pressure in the ITM, so the ECU can compensate when you are turning the steering wheel and the engine is idling. In order to get the readings, two hoses are connected at both ends of the ITM.
Mine have been disconnected and moved out of the way for now, as I don't know if that reading is necessary if you are using a B14 ECU. I do see a brief increase in RPMs when turning the steering wheel when stopped, but it is not something I cannot live with.
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Matt
2001 Sentra SE/pp (SR20VE powered) Trac Racing Depot
No, the B14 ecu doesn't need that. It just uses the ps high pressure switch to raise the duty cycle on the AICV.
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All posts by Calum in this thread are copyrighted by Calum, and cannot be edited, deleted, or copied without his express permission. calum@calumsult.com
Cool, so I can just cap the two nozzles on the PS pump then?
Either that or just leave them as they are. Since they are only connected to a sensor, they do not create any vaccuum/suck any air in. Just make sure they are zip tied, so they won't fall off on the road as you're driving around.
Man the B15 FSM is too big. They should have split it into two FSMs for the different engines like the 98-99 FSMs. But yea, thats the same as the B13/B14.
Is the PS vacuum junk entirely contained in the PS unit? I don't see that on the B15 ECU pinout pages. How does that interface back to the B15 ecu?
With steering wheel fully turned : ~0V
With steering wheel centered: ~5v
If you have a B15 FSM, it is on page EC-1920
Any idea what pin it is on the B14 ECU? my B14 harness connector came with about a dozen pins missing, fortunately all but one I needed were there. Hopefully this one is too.
Page EC-7 of the B14 FSM is the pinout for the B14 ECU.
Pin 25 is the ps pressure switch.
Thanks! I downloaded the '98 SE-R FSM but the b14 is like a foreign land to me, so many models, so hard to decide which one to go by to relate to me B15.
Use the 95-97 (SR20 section). I think its posted in the contrib lounge. The 98-99 is slightly different. The 'circuit diagram' on page EC-7 shows what each pin on the ecu needs to be connected to.
Use the 95-97 (SR20 section). I think its posted in the contrib lounge. The 98-99 is slightly different. The 'circuit diagram' on page EC-7 shows what each pin on the ecu needs to be connected to.
Excellent. I hope my B14 connector still has that pin, perhaps I should get a different B14 harness end. Since I'm making an adapter I can swap out the B14 side at any point but if you have one Calum, I should probably do this up right.
