In addition it can be difficult to find good replacement injectors and fuel rails and the there aren't many options available for aftermarket/upgraded parts. The JDM V5/6 Injectors are side feed injectors which can be very inefficient and problematic when it comes to fueling. Just like the ignition change that will be sorted with the manifold and harness change, so will the fuel injectors and rails. This coil on plug setup is much more efficient than the older style coil with spark plug wires. Newer WRX’s have what’s called a coil on plug setup. The version 5/6 has an ignition coil and spark plug wires that control the spark for the combustion chamber. Once the manifold and harness changes, it will also sort out the ignition differences. Shameless plug moment: We now offer a new plug and play harness for the USDM WRX and V7-9 JDM WRX and STis that will help you sleep a night knowing that your wiring is solid for another 20 years. This change will also include the inlet pipe to the turbo along with the BPV and corresponding hose. The USDM intake manifold is also a great upgrade for its flow and efficiency as well as availability of aftermarket parts. The most important reason for these parts to match is because the electronic components change between the models so the USDM ECU would not know what to do with the JDM components like idle air control or the throttle position sensor. ![]() The rule of thumb here is ECU must match engine and this applies to the manifold and harness as well. However, in 1999-2000 the protocols for communication were different in Japan than in the North America so our scan tools and tuning software can't read the information because they were not designed to do so. Yes, the V5/6 models do have an OBD2 port that does communicate with the ECU. As byproduct of a communication difference it essentially renders the ECUs that come in these JDM models non OBD2 in our geographic region. They have an OBD2 Port right?Īlright, you caught us over simplifying. ![]() ![]() Wait, I thought the JDM V5/6 ECUs were OBD2. When it comes time to do repairs, finding parts can become difficult because in most cases the unique parts on the Version 5/6 engine have been discontinued and are difficult to come by in good usable condition here in the US. If you have any problems with the engine you can’t simply scan the code because of the non OBD2 platform.ĭue to lack of tuning capabilities of the OEM V5/6 ECU you will not be able to make the needed adjustments to new parts which only creates issues, not more horsepower. The version 5/6 ECU was non-tunable and non OBD2, so getting it to pass any kind of emissions or BAR is would likely be impossible. It's fairly straight forward to utilize the longblock with the mechanical changes described in this blog In it's stock form it would not plug in or run with in a USDM 2.0 WRX or with a USDM 2.0 WRX ECU in a non turbo to turbo engine swap situation Why would I want to modify my V5/6 engine?
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