94cyclone
15+ Year Contributor
- 73
- 0
- Dec 19, 2007
-
rockford,
Illinois
The differences between my 93 usdm pars car and my JDM are subtle but numerous.
I think my JDM cyclone motor is a 90, for no other reason than that more parts seem to match a 90 USDM than any other year.
Fuel System:
JDM fuel rail is .25 inches shorter and made from different material. The USDM fuel rail feels rough to the touch, when looking at them side by side the JDM fuel rail looks polished. the JDM one was also a little lighter. The flange for the FPR is shaped slightly different on the JDM, the USDM FPR still fit fine.
The JDM FPR has a black coating on it and the part number ends in 1, the USDM is gold and part number ends in 2.
Ignition:
JDM coils are under the passenger side of the intake manifold, mounted directly to the head. The part number for the coils doesn't come up in mitsu's or any parts store's database. Turns out that 92 gvr4 coils work as long as you swap them into your old mounting bracket. Also I had to make sure to get the 90 style plug (square) so that it would plug into the harness. (later models take a triangle plug)
The power transistor is mounted the the back side of the intake manifold right in the center. The part number also does not show up in any database and again removing gvr4 part and using the old bracket worked.
The ISC on my JDM required a pigtail like on a 90, but the wiring was upside down.
Engine Control:
The ECU is in a larger gold box and is two teared. Removing the cover reveals the bottom side of the top tier of the ECU. The two tiers are connected by a short ribbon cable. Where the EPROM chip should be there is a place to mount a socket (this might be normal?) but no chip is currently there.
Cyclone:
The location where the infamous white canister should be is where my coils mount, so I'm not sure where the white canister should be. I have the vacuum actuator connected directly to the intake manifold with a check valve in between.
Emissions:
The one positive part, there are no emissions controls! This is bad news if you live in an area with emissions testing, but here in good old rockford we don't have to worry about that crap!
Misc:
The turbo in it was a 14b and it had blue top injectors. The A/C worked fine. Even with both honey combs removed and the S-AFC set to -26 it still runs a little rich.
My Take on it:
Huge pain in the ass! If you are thinking of doing an engine swap, don't put in a JDM. They all say that they have less than 24,000 miles on them, but they have no way to prove that. Mine is apparently a 1990 motor, some how I doubt that it over the course of 17 years this engine accumulated less than 30k and then was magically available last year when I purchased the engine. Do your self and the future owners of your car a favor and stick with an engine ECU combination that you can find parts for and work on easily. Hell, get an engine out of a car that you can look at the odo on!
All just my opinion and observation.
I think my JDM cyclone motor is a 90, for no other reason than that more parts seem to match a 90 USDM than any other year.
Fuel System:
JDM fuel rail is .25 inches shorter and made from different material. The USDM fuel rail feels rough to the touch, when looking at them side by side the JDM fuel rail looks polished. the JDM one was also a little lighter. The flange for the FPR is shaped slightly different on the JDM, the USDM FPR still fit fine.
The JDM FPR has a black coating on it and the part number ends in 1, the USDM is gold and part number ends in 2.
Ignition:
JDM coils are under the passenger side of the intake manifold, mounted directly to the head. The part number for the coils doesn't come up in mitsu's or any parts store's database. Turns out that 92 gvr4 coils work as long as you swap them into your old mounting bracket. Also I had to make sure to get the 90 style plug (square) so that it would plug into the harness. (later models take a triangle plug)
The power transistor is mounted the the back side of the intake manifold right in the center. The part number also does not show up in any database and again removing gvr4 part and using the old bracket worked.
The ISC on my JDM required a pigtail like on a 90, but the wiring was upside down.
Engine Control:
The ECU is in a larger gold box and is two teared. Removing the cover reveals the bottom side of the top tier of the ECU. The two tiers are connected by a short ribbon cable. Where the EPROM chip should be there is a place to mount a socket (this might be normal?) but no chip is currently there.
Cyclone:
The location where the infamous white canister should be is where my coils mount, so I'm not sure where the white canister should be. I have the vacuum actuator connected directly to the intake manifold with a check valve in between.
Emissions:
The one positive part, there are no emissions controls! This is bad news if you live in an area with emissions testing, but here in good old rockford we don't have to worry about that crap!
Misc:
The turbo in it was a 14b and it had blue top injectors. The A/C worked fine. Even with both honey combs removed and the S-AFC set to -26 it still runs a little rich.
My Take on it:
Huge pain in the ass! If you are thinking of doing an engine swap, don't put in a JDM. They all say that they have less than 24,000 miles on them, but they have no way to prove that. Mine is apparently a 1990 motor, some how I doubt that it over the course of 17 years this engine accumulated less than 30k and then was magically available last year when I purchased the engine. Do your self and the future owners of your car a favor and stick with an engine ECU combination that you can find parts for and work on easily. Hell, get an engine out of a car that you can look at the odo on!
All just my opinion and observation.
