MAIN OUTPUTS
Ignition
- Original
- Individual coil on plug, ECU outputs logic 5V signals for each cyl.
- 5V signals go to power transistors mounted in engine bay, these drive the individual coils
- Individual coil on plug, ECU outputs logic 5V signals for each cyl.
- VEMS
- using the same, putting out 5V logic signals
Injection
- Original
- lowZ injectors with dropping resistors mounted in engine bay
- VEMS
- need possibility to drive either highZ or lowZ-s injectors, so "active flyback" option required
- Q: do low-Z injectors still need dropping resistors?
Idle Control
- Original
- no idea, probably the same as any other Japanese vehicle from the same era, 2pin terminal, 12V PWM
- VEMS
- using the same
- I would suggest to replace it with something simpler - i.e just one PWM valve. The original system contains 4 separate items: 1) A mechanical valve that closes when the coolant heats up; 2) A mechanical screw for adjusting the base idle; 3) A PWM valve that only changes the revs about +-200 rpm when hot (too little to use just that); 4) A valve for extra air when A/C kicks in.
- Thanks for the info, didn't know the idle valve was too small, now I get why all that extra mess is there. I've planned to get rid of the on/off AAC (no A/C) and the mechanical air regulator, too.
- How about running both IAC and AAC off the same PWM signal? Would that work and have the capacity to regulate idle across the whole range? (I don't want to buy/build anything extra I don't necessarily need.)
- Or, is there a cheap, off-the-shelf or junkyard idle air valve from another make/model that would work in place of the mech. air regulator? I could install that in the parking lot.
- Seems like a BMW M43-M50-M52 idle valves would almost work, except one of the 2 air hose diameters are not the same, as the CA18 air regulator. Would have to stretch the silicone over it.
- Thanks for the info, didn't know the idle valve was too small, now I get why all that extra mess is there. I've planned to get rid of the on/off AAC (no A/C) and the mechanical air regulator, too.
- using the same
- 4 wire bipolar stepper (lowest consumption)
- or BMW style 3-wire 2-input PWM valve
- or 2 wire 1-input PWM valve (the simplest)
Fuel pump control
- Original
- low side switch
- VEMS
- using the same
Questions so far:
Flyback type: which one for lowZ, lowZ+R, HighZ?
- 30V for High-Z (or lowZ+R), or active flyback if low-Z inj planned (to have the option to run without series +R).
ETC: for 2wire ETC, where is the 2nd wire connected?
- Between the 2 "bridge" outputs, see [VT Help]
- this engine has mech throttle, right ?
- By ECT I meant Engine Coolant Temperature. :) It's just the lingo I'm used to.
- this engine has mech throttle, right ?
Triggers:
- primary=HALL
- sectrig=HALL, in order comment "Nissan 360 pulse HALL" (so smaller C103 cap is fitted than for the standard normal low toothcount sectrig)
- also refer to this page in order comment and add some signal/hangouts/skype/webrtc access if possible (for some discount; normally discount is only granted after successful documented install, but anyone who is prepared to a certain degree, deserves all kind of help from others too: prefer IBAN/pay later option, so full amount is not paid).