Well,
I have sorted out the starter issue from the other day that I mentioned in my other thread. I can get it to crank now. I just can't get the thing to spark and fire. I have checked all the usual suspects; fuel pump relay, connectors, etc. I am thinking it is one of two things:
1. I have an issue with my ground wires, which I will be checking later today
2. There are two connectors that I cannot identify and cannot find their mates? The FSM scans I have are cut in the middle and I cannot figure out what they are for or where they should go. They are both 4 plug connectors. One is pink and one is black. They have one yellow wire that joins them about 4 inches apart. All of their other wires either run to the fuse box or off into the main bulkhead wiring harness. And the biggest question is where the hell do I plug them in? I am pretty sure I unplugged them when I took the car apart, but can't find their mates. I feel like kind of an idiot but just don't know what I am missing...
1974 Porsche 914 Cam Am Limted Edition AKA the Bumble Bee
1973 Porsche 914 2.0 l -Suby swap pending
1968 Porsche 911t survivor 47k original miles
2000 2.5RS daily driver.
1999 2.5RS w/ 50+ extra whp
Suby Hai!
They are physically on the left side of the driver's compartment. As mentioned one wire out of each of them runs to the driver's side fuse box. I am no longer at home, so can't give the exact colors, but they are basically the same black with red stripe that runs everywhere in the car for grounds. A black hot wire, the yellow wire that joins them and an "I don't remember the color wire" as the fourth. No doubt that wire runs to whatever sensor/solenoid/component they are affiliated with?
1974 Porsche 914 Cam Am Limted Edition AKA the Bumble Bee
1973 Porsche 914 2.0 l -Suby swap pending
1968 Porsche 911t survivor 47k original miles
2000 2.5RS daily driver.
1999 2.5RS w/ 50+ extra whp
Suby Hai!
They are two by two. I can get you the exact colors tommorow if I cannot sort it out this evening. If you are using Josh's scans, you will have trouble sorting it out as that is what I am using.
Um, a CEL would suggest I have connected the dash...
1974 Porsche 914 Cam Am Limted Edition AKA the Bumble Bee
1973 Porsche 914 2.0 l -Suby swap pending
1968 Porsche 911t survivor 47k original miles
2000 2.5RS daily driver.
1999 2.5RS w/ 50+ extra whp
Suby Hai!
I own a physical set of FSMs; that's what I'll look through.
Oh, right, I forgot the dash wasn't in yet.
You should find out if the CEL is coming on. That'll tell you if the ECU is powering up. Connect a small light bulb between the ECU's MIL pin and an ignition-switched +12v source.
"Just reading vrg3's convoluted, information-packed posts made me feel better all over again." -- subyluvr2212
I don't remember what type of transmission the car it came from had. If I told you it was an auto then it probably was.
I don't think that's an issue here though... If you can get the engine to turn over, the ECU should at least start sparking. If it doesn't get the starter signal it might not fuel right, but it should still spark.
"Just reading vrg3's convoluted, information-packed posts made me feel better all over again." -- subyluvr2212
vrg,
Any luck with the manuals? Turns out the black plug is a 5-er and the pink on is 4. I spent a couple of hours with the power supply routing diagram tracing my lines and checking my splices. Can't find the issue. But it is definitely some sort of power issue as the headlights don't work. Power windows and fuel pump do, but I have some sort of short in the front harness...
1974 Porsche 914 Cam Am Limted Edition AKA the Bumble Bee
1973 Porsche 914 2.0 l -Suby swap pending
1968 Porsche 911t survivor 47k original miles
2000 2.5RS daily driver.
1999 2.5RS w/ 50+ extra whp
Suby Hai!
I'm sorry. Every time I am in a position to get to my manuals I forget, and then I remember on my way to school or something. I'll try harder to remember...
Dumb question -- they don't happen to plug into the fuse box, do they?
I think you really should hook up a CEL.
"Just reading vrg3's convoluted, information-packed posts made me feel better all over again." -- subyluvr2212
Sorry it took so long, but I finally looked through the FSM...
Could the black one be the diagnosis connector? I can't find much information about it here, but apparently it's supposed to remain not connected to anything, has a single-pin pigtail right near it on the same harness, and is a 4-pin black connector on non-airbag cars.
Still looking for what the pink one might be.
"Just reading vrg3's convoluted, information-packed posts made me feel better all over again." -- subyluvr2212
For what it's worth, the ECU's between an auto and manual should be the same. I've got the ecu from a 92 Turbo Auto in my 94 Turbo MT right now, and it works alright.
Well, that doesn't necessarily mean that the 94 WRX used the same ECUs in automatics and manuals. All non-turbo North American BC/BFs except for 92 models use different ECUs for different transmissions.
"Just reading vrg3's convoluted, information-packed posts made me feel better all over again." -- subyluvr2212
It is not the diagnostic connector. I have all four of those set aside.
Speaking of ECU's. Just for future reference a JDM JECS WRX ECU will NOT fit into a USDM JECS legacy turbo housing. The brakets inside the housings are very difference, and I was not able to make it fit in the other case you sent me. I am just gonna have to zip tie it to the bracing and have those crazy mounting legs sticking out from the ECU...
1974 Porsche 914 Cam Am Limted Edition AKA the Bumble Bee
1973 Porsche 914 2.0 l -Suby swap pending
1968 Porsche 911t survivor 47k original miles
2000 2.5RS daily driver.
1999 2.5RS w/ 50+ extra whp
Suby Hai!
Hm. Well, until there's any evidence to the contrary, and assuming these connectors don't actually go into the fuse box, I would have to say I doubt they are the cause of your no-start condition.
Didja hook up the CEL yet?
Bummer about the ECU case... You can at least cut off the mounting arms, right? And maybe cut the studs with brackets off the stock ECU and epoxy them onto the new one?
"Just reading vrg3's convoluted, information-packed posts made me feel better all over again." -- subyluvr2212
Finally making progress. Spent an hour The idiot that sold me the WRX wiring harness had patched the dropping resistor into the ECU connectors? WTF?
I also have an issue with the shield wire from the MAF, there isn't one on the old Legacy and the WRX ECU wants to see one. Lastly, I am still pretty sure I have a break in the circuit for the ground wires. I swear I will get this car running this week!!!
1974 Porsche 914 Cam Am Limted Edition AKA the Bumble Bee
1973 Porsche 914 2.0 l -Suby swap pending
1968 Porsche 911t survivor 47k original miles
2000 2.5RS daily driver.
1999 2.5RS w/ 50+ extra whp
Suby Hai!
He had the dropping resistor to B43 5. I know that wouldn't keep the car from starting, but it was also wired into the ground and that wasn't connected, so I cut it out completely.
Yeah,
I am aware of where the shield pin needs to go. I am thinking I amy just wire in the MAF wires from the WRX harness. It would take about five minutes. The '90 Legacy harness has 5 wires and the WRX one only has 4. I am still not clear on the purpose of the 5th wire. I am also unsure if the JECS MAF you sold me it looking for 4 or 5 wires. Any thoughts?
And the interesting thing about the shield wire on the stock wiringin is that it connect to the check connectors and ground wires. Something tells me this is at the core of the issue in making this circuit complete because I cut out all the wires, including the shield, for the CPS, and haven't closed up that circuit yet. It still runs to and dead ends in the MSJ...
1974 Porsche 914 Cam Am Limted Edition AKA the Bumble Bee
1973 Porsche 914 2.0 l -Suby swap pending
1968 Porsche 911t survivor 47k original miles
2000 2.5RS daily driver.
1999 2.5RS w/ 50+ extra whp
Suby Hai!
The 5th pin of the MAF sensor harness is used by Hitachi ECUs/MAFs but not by JECS stuff. In fact, some of the JECS sensors don't even have that 5th pin in the connector, and even those that do don't have it connectde to anything internally.
The stock shield shouldn't connect to anything else... It's supposed to be grounded inside the ECU and nowhere else. That's what I thought anyway.
You could just try tapping the ground wires on the ECU and running your own ground from them to the engine, bypassing the super multiple junction entirely.
"Just reading vrg3's convoluted, information-packed posts made me feel better all over again." -- subyluvr2212
That's pretty much what I am doing. The WRX harness wasn't using the SMJ at all for the engine wiring harness and the biggest ECU connector. I just missed that those wires from the stock harness were still connected and not clipped out of the circuit yet. Pretty much any stock wire that went through the SMJ stock no longer does...
1974 Porsche 914 Cam Am Limted Edition AKA the Bumble Bee
1973 Porsche 914 2.0 l -Suby swap pending
1968 Porsche 911t survivor 47k original miles
2000 2.5RS daily driver.
1999 2.5RS w/ 50+ extra whp
Suby Hai!
The FSM scans I have are cut in the middle and I cannot figure out what they are for or where they should go. They are both 4 plug connectors. One is pink and one is black. They have one yellow wire that joins them about 4 inches apart. All of their other wires either run to the fuse box or off into the main bulkhead wiring harness. And the biggest question is where the hell do I plug them in? I am pretty sure I unplugged them when I took the car apart, but can't find their mates. 
I feel like kind of an idiot but just don't know what I am missing... 
