Quote:
Originally Posted by Matej
It is going in an S13.
Already got the flywheel/clutch and bell housing figured out, at least in theory.
Since I will be using my RWD upper and lower oil pans, should I also use the RWD strainer? Is the strainer a direct swap?
I want to try to use the stock VE ECU and engine harness, so the wiring will be the main obstacle. It seems people have gotten the RWD DE ECU to work with FWD DE's and vice versa, and people have used the VE ECU with FWD VE swaps, thus I am hoping it will be doable.
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Clearance between
MY S14 bulkhead and the head is 1-1.25" depending on where you measure. I also have a Mazworx Z32 transmission kit, which may pull the motor slightly farther back and pivot the engine/trans differently than the stock pieces. I'm rocking Nismo mounts as well.
Keep the VVL strainer, it is actually larger than the S14/S15 strainer. There is more oil volume demand in the VE motor to supply the VVL hydraulics, another reason the oil pump is larger.
I think the most common ECU setup is using the DE ECU and engine harness on the VE motors and just use an rpm based switch to control the VVL. Then they get the DE ECU tuned for the VE setup. The VE ECU may plug directly into the DE harness and you'll just need the switch to control VVL, but I haven't looked into the FWD version of the swap much.
The P11 motors use two solenoids because the switch over points are different for the exhaust and intake cams. On the P12 motors they switched both cams over at the same time. You can simplify the P11 setup and use one solenoid to switch both cams at the same time if you want. However, I think being able to find/tune the "best" switch over points for your setup is a better option, this setup however needs both solenoids and two rpm switches.
Let me know if you need anything else.