couple of question i didnlt find answers to in the FAQ or Archives (or searches)

on Jspec s5 motors, anyone know what if any emissions items are missing/different or added when compared to the Federal or California s5 motors?

Kevin Landers states the Vert Ecu can work to run a TII motor, and i have heard references to the s5 wiring harness and N/A pressure sensor being able to run on a s5 TII motor with modification, however i can't find any info on the specific modifications needed. does someone have a link to a thread with it clearly defined or a seperate webpage for it?

FInally yhe difference between the TII and N/A trnasmisison. from what i have gathered the mount is different, and the drivehsaft does not work. is this due tot he yoke for the diffferential, the lenght or the splines, or all of it? is it the 3rd/4th gear assembly that is known for blowing in he N/A under the TII power levels? is it possible to put in tII internals on the N/A main and counter shafts, or in the casing?

thanks

BTW the blowing up of the thermostat cover only wounded her, the failure of the radiator to hold pressue finaly killed the water seals.

 

I don't know about Cali TII motor or Cali emission. but I passed MD emission with Jspec Tii motor. of course, with all cats in place.

I read a thread talks about the modifications on s5 n/a wiring harness to make it work on TII motor. something like crank sensor, and couple plugs. don't remember. both n/a pressure sensor and n/a AFM will work on Tii motor. 've done it before. it should be ok without heavy mod. and the car will not run very well due to incorrect signals to ECU.

I recommend to swap the tranny, driveshaft with the Tii motor, at the same time to handle more torque, basically. n/a tranny will bolt to Tii motor, so, you don't need to change driveshaft. but you need to make sure you don't push the car hard. but it is unlikely to a turbo motor. plus, that is the whole point of swapping turbo motor.

do the complete swap, you will save money in long run.

 

Sorry to jack your thread, but this is also something related to what your asking. Im also doing a T2 conversion, and I was planning on keeping the N/A drivetrain for a while. My question is, with an upgraded clutch, and normal driving, how long do you think the n/a tranny will last? Also, how much HP b4 it total just takes a dump on ya?

 

I was told that the max n/a can handle is 200, when i was doing the swap. as long as you don't push it over high psi, it might be fine. but I don't think I won't boost the car at all.

 

Well.
The center/cradle mount for the trannies are the same.
I know because I used the one off my NA when I put the TII in.

I kept my NA LSD rearend. I used Mazdatrix's hybrid driveshaft.
It also has replaceable Ujoints unlike the stock shafts.

To counter the NA can only handle NA power point.
The guy in my town w/ a 86 sport w/ TII engine(stock turbo and FMIC) has run for almost a year on the NA rear end and a modified na tranny.

If I ever blow my rear end I'll post it up on the forum.

 

***Mazdatrix's hybrid driveshaft******

After a year and a half of trouble shooting (never said I was good) and wondering about a noise above 3500 in fifth gear (sort of a cycling wumm, wumm, wummm).....I spent fifty bucks getting that drive shaft rebalanced. No more wumm, wummm. Be advised about their ability to balance a driveshaft. Mine could have been the exception. Might not have been.

 

yeah, ryans tranny came out of a n/a race car and was "built". I was pretty suprised when he said he still had the N/A tranny.
But torque is what kills them, not horsepower, and turbos=TORQUE.

 

Ok so to the casual smog inspection, there is no real difference in Smog equipement then between the USDM and JDM motors, correct?

as for the wiring harness, you said the use of the N/A airmeter and pressure gueage will allow it to run, but poorly? i assume you are referring tot he cone AFM and not the flapper door one correct?

As for the transmission, the TII trans can be usedm but requires a hybrid drive shaft due to larger yoke size. however the N/A mount can be reatinedm but the turbo starter is required. however no one can tell me if the interneals are interchangable or what is the common failure for them.

 

The JDM ACV is different. I'll let someone else explain. Don't want to hog the forum.

 

given the fact there are relativly few that can talk in technical twerms beyond the latest and greatest mod (which seem to be the case for every forum), please do explain the difference.

 

The JDM has no SplitAir Solenoid mounted on the ACV.

 

Nimisys,
I ran my TII swap on the N/A drivetrain for about 10,000 miles of fairly hard driving before upgrading.

The TII tranny is heavier duty. The starter needs to match the FlyWheel... What I mean is if you run an N/A S4 flywheel on the turbo then you will need an N/A starter. If you run the TII flywheel then the TII starter, it has to do with gear clearance on the starter due to the larger flywheel of a TII.

I myself removed most of the smog gear on the JDM engine and it runs just fine... I do not know what the minor differences are, but what I am told is if you install the engine in stock form with all emissions and cats most guys have no problems passing emissions