This thread was saved without dates. "Around Sep 2004" is estimated from neighbouring threads.
OK just thinking and wondering the VG30 motor has almost all teh same parts out ca20e motors have so which means we shoudl be able to use the maf and the ecu out of a vg30 motor and put it in out cars and it should work since then the ecu will match teh maf the o2 sensor and all other idling sensor the only prob i thought migt be the oms on the injector
anyobdy any idea or thougth on this
well the ecu is also firing 6injectors not 4 so that will be way different...
it simply wont work
the maf tb o2 sensor and other things may be able to be used but the ecu is a no go zone
it will want a crank angle sensor input and you wont be able to provide one even if you could finding one thats for a 4cyl engine it must give the correct signal then making the wiring match up thats the first hurdle then the ecu will not run the engine right as its expecting there to be 6 cyls not 4 the would be a mis fire somwhere in the order
a better bet would be trying to get a crank angle signal to a CA18DET ecu and use its hot wire style maf but thats also alot of work
im sorry to say it again but its better to save for a proper system.....
If you want to switch the ECU, and MAF I would suggest a KAE instead...they are not vastly different...FYI you will also need to change the in injectors, and the engine wiring harness...
or better yet get some 440c injectors and a z31 or z32 maf and control them with a s-afc2 and walla your good to go to at least 400hp
or better yet get some 440c injectors and a z31 or z32 maf and control them with a s-afc2 and walla your good to go to at least 400hp
Really you think that the CA20E can handle 400+ hp...:wtf:
youd be suprised what some engines can do
i know of a standard stroke holden 308ci v8 engine runnign a pair of holly carbs a single turbo and massive intercooler in that guise it put down 850hp to the rear wheels through a powerglide and 9" diff
since then he has changed the setup a little its is now injected with a coil for each cylinder 8 in total i cannot wait to see the power it makes
so 400+hp from a 2lt engine is not out of the question just a matter of how much of a narrow power band you can handle :)
summernats in canberra last year a FJ20DET in a aus spec bluebird droped 617hp @ the wheels on pulp..... impreasive stuff
The S-AFC II would not be able to convert the Z32 MAF to the ca20e AFM. You have to stay within the same family of meter style, for example, hot wire to hot wire, flapper style with flapper style, and the same with MAP and Kharman Vortex. I'm pretty sure the CA20 has a flapper style setup, so you would need a flapper style AFM. An RX-7 or RX-7 Turbo II may be able to donate it's AFM however.
Now if I'm completely wrong and the CA20 uses a hotwire, then completely disregard anything I said, the S-AFC will let you run a Z32 MAF then.
Yeah the CA20 is a flapper type but they were talking about if you were to swap to a 240sx ECU etc. which runs a hotwire maf.
The S-AFC II would not be able to convert the Z32 MAF to the ca20e AFM. You have to stay within the same family of meter style, for example, hot wire to hot wire, flapper style with flapper style, and the same with MAP and Kharman Vortex. I'm pretty sure the CA20 has a flapper style setup, so you would need a flapper style AFM. An RX-7 or RX-7 Turbo II may be able to donate it's AFM however.
Now if I'm completely wrong and the CA20 uses a hotwire, then completely disregard anything I said, the S-AFC will let you run a Z32 MAF then.
damn wish arro was here he could explain this way better... it really doesnt matter if its a flapper or hotwire.. its the variance of voltage that each gives that matters....
set yourself up a basic test bench and take some readings from the output n see what happens
i guess i brouhgt up a good issue. Well i think it was somewhere on this board that i found sombody saying u caan use a v6 ecu and that it has better performanca but i never thougth it would be a problem. NOw if im not mistaking the v6 injectors fire in the same exact order but the only thing is that it has 2 extra cyl. i ma not positive about this. now how much would a s-afc cost. OK well to say the only reason i am trying to do this is i found out my maf is bad and i cant find another one in the junk yard. NOw there is a shit load of hot wire ones but no flappers. and no rx-7 but there is a lot of v6, this is wat brough me to this
they may fire in the same order they may not easy prob to fix with some rewireign the problem comes in that the engine has a extra 2 cycles i guess you could make it work if you were really determined
but again the tune in the ecu is for a 3.0lt 6cyl engine which has vastly different breathing charateristics than a 2lt 4cyl
i dotn think it would work particulary well
thanx guys like the post said it was only a theory
Ahhh ... gotcha
The Z31 upgrade is for the SE cars. They have the same V6, but it's neutered somewhat compared to the 300ZX. By swapping over all the electronics, they can have a happier 3.0
And yes, we don't need Arro to explain it
A MAF translates volume of air into a signal.
Whether it's a hotwire or not, your ECU is getting a signal relevant to how much air is passing through the MAF.
The problem is how the MAF translates the air, relevant to how the ECU interperets that signal.
(made up numbers)
So if the hotwire in the ca18et sees 300 cfm of air, and translates that as a signal of 3.7 volts.
When your ECU sees 3.7 volts, it calculates (against a lookup table) how much fuel to inject.
Let's say KA MAF is used instead. If the KA MAF translates 300 cfm of air as a signal of 2.6 ... your ECU will read it differently, and won't add the right amount of fuel.
By matching MAF to ECU, you eliminate this problem, as long as the ECU USES THE SAME SIZE INJECTORS.
If you keep all the variables the same, you shouldn't have issues.
This is why I suggested the KA MAF/ECU ... it is a hotwire MAF for an NA 4 cylinder, with 270cc injectors. If nothing else it probably has more aggressive fuelling. But there's still a host of compatability issues there ...
Now, you have to ask why you're swapping MAFs. Flapper style don't react quickly. Problem with that is in forced induction, the power (air coming in) can spike quickly. If the MAF is too slow, you won't get fuel fast enough.
Plus by nature the flap itself is a restriction. At about 220hp ... the ca18et MAF is almost at 100%. The MAF taps out at 5.0v. Anything over that will register a MAF fault and click in "limp mode." This can be very bad for motors.
But the MAF is only a factor in big power (for a CA SOHC) territory. It has to be a restriction before this would be considered a "MOD"
Even a hot ca20e pushing 160hp or so would be fine on the stocker.