Hey guys i wanna no if any1 has ever put a kj in a protege???
"Oh no! Not another one of /those/ threads!"
Yep - it is.
With that nonsense out of the way, let's get on to the real reason we're here: A KJ-ZEM BJ chassis build thread.
I'm new to the forum, as this is only my second post, but not new to the BJ platform. So, "Hello".
I'm going to jump right on to answer the first and probably immediate question that will be proposed.
Why? Yes, we all know the KL is a better option. It's a powerhouse with tons of aftermarket support. The FS can be, too. Hell, as a numerous-time Miata owner, I recognize the BP can be also. But no, I don't want regular, and I don't want power. Well I do, of course, but not big numbers. I have other cars for that.
What this swap is really about is efficient power. The Miller Cycle is no slouch by comparison with a stock KLDE or even a ZE. More importantly, it's efficient; The Miller Cycle, by design, is efficient at cruise and has torque and power on demand thanks to the Lysholm compressor (read: supercharger).
This probably isn't new information to most of you but a quick synopsis helps establish why I'm going through with this...honestly, hell. The ultimate goal of this build is to have a zippy daily that can meet demands between utility, comfort, power, and efficiency.
The Donor:
A 2000 Millenia S, Millennium Edition. 131k, roughly. Runs and Drives, picked up for $800. Numerous CELs, all centered around a faulty MAP sensor.
The Recipient:
2003 Protege5
Been an incredibly good car with surprisingly zero of the issues this engine is known for. Never mind, though. The engine's out and I'm ready for new heights.
Disclaimers:
For anyone following along, let me be clear up front: This is not a weekend build. This isn't even a one or two week build. This will probably span months, just for the initial drop in and start up. The amount of research that has gone into this swap precedes my membership here by months, almost a year actually. Admittedly, most of the stuff precursory to commitment was worked out early on and the nitty-gritty details have been within the last few weeks.
Credits:
I would like to be the first to throw out two big thumbs-up to Chris and Darren (Damkid and DuRWooD) for the inspiration, and more specifically, Chris for corresponding with me about the details of his iteration, sparing me probably days of figuring, guesswork, and anxiety. He's the real pioneer here. There have also been many others with very useful insight regarding the intricacies of compatibility between these platforms, as well as critical information about the KJ, itself. With no actual hands-on, it was nice to have a peek into the problem spots so I could prepare accordingly.. To you's guys: Thanks, you know who you are if you're reading this!
Without further adieu,
The Swap:
For those who followed Damkid's KL to KJ conversion thread, you saw the nightmare that was the Millenia's ECU and TCM. A tangled web of sensors, codes, vacuum, and more codes. Did I mention codes? Yeah, the ECU loves throwing codes out for no apparent reason other than every day ends with a Y. Multiple that by sixty eight when you take its good buddy, the TCM, away.
None of that, here. Nope. None. This build, from the start, was planned with MS3x in mind. I've done multiple installs on my and other Miatas and have a fairly in depth understanding of the EMS so it was an easy choice. This, of course, will forego the simplicity that OBD2 offers for diagnostics, as well as the ability to have the vehicle emissions tested which fortunately, I don't need to anyways.
This will not be a crude implementation, however. Not a minimalist approach of "what can I remove and still have it run". That would completely defeat the purpose of my swap. There will be omissions, such as the EGR and related vacuum for example. But, every original function such as ABV, CAC, PRC, bypass air, etc will be implemented and their operation will be a direct clone of the OEM implementation. As an added bonus, this will be a fully sequential fuel and spark install. It goes further: Power steering, A/C, and cruise will also be retained.
Whew, that was a lengthy introductory!
Questions and comments welcomed, otherwise: enjoy!
Tonight's itinerary:
Finishing wiring schematics for the MS3x install. I'll probably end up making an excel sheet or similar detailing the sensor, wire colors**, and their corresponding connections on the MS3/x DB37 harnesses. This will probably also include information about wiring and sensors that will remain "factory", the VSS for example.
**(for Protege5 year 2003, for Millenia year 2000, MS3x board 3.57 with DIYAT MS3 and MS3x DB37 harnesses. I can not guarantee the wire colors of any models outside these year ranges, though the likelihood of them changing within their respective generations is slim. Anyone attempting this swap MUST confirm the wiring against what is seen here)
"Oh no! Not another one of /those/ threads!"
Yep - it is.
With that nonsense out of the way, let's get on to the real reason we're here: A KJ-ZEM BJ chassis build thread.
I'm new to the forum, as this is only my second post, but not new to the BJ platform. So, "Hello".
I'm going to jump right on to answer the first and probably immediate question that will be proposed.
Why? Yes, we all know the KL is a better option. It's a powerhouse with tons of aftermarket support. The FS can be, too. Hell, as a numerous-time Miata owner, I recognize the BP can be also. But no, I don't want regular, and I don't want power. Well I do, of course, but not big numbers. I have other cars for that.
What this swap is really about is efficient power. The Miller Cycle is no slouch by comparison with a stock KLDE or even a ZE. More importantly, it's efficient; The Miller Cycle, by design, is efficient at cruise and has torque and power on demand thanks to the Lysholm compressor (read: supercharger).
This probably isn't new information to most of you but a quick synopsis helps establish why I'm going through with this...honestly, hell. The ultimate goal of this build is to have a zippy daily that can meet demands between utility, comfort, power, and efficiency.
The Donor:
A 2000 Millenia S, Millennium Edition. 131k, roughly. Runs and Drives, picked up for $800. Numerous CELs, all centered around a faulty MAP sensor.
The Recipient:
2003 Protege5
Been an incredibly good car with surprisingly zero of the issues this engine is known for. Never mind, though. The engine's out and I'm ready for new heights.
Disclaimers:
For anyone following along, let me be clear up front: This is not a weekend build. This isn't even a one or two week build. This will probably span months, just for the initial drop in and start up. The amount of research that has gone into this swap precedes my membership here by months, almost a year actually. Admittedly, most of the stuff precursory to commitment was worked out early on and the nitty-gritty details have been within the last few weeks.
Credits:
I would like to be the first to throw out two big thumbs-up to Chris and Darren (Damkid and DuRWooD) for the inspiration, and more specifically, Chris for corresponding with me about the details of his iteration, sparing me probably days of figuring, guesswork, and anxiety. He's the real pioneer here. There have also been many others with very useful insight regarding the intricacies of compatibility between these platforms, as well as critical information about the KJ, itself. With no actual hands-on, it was nice to have a peek into the problem spots so I could prepare accordingly.. To you's guys: Thanks, you know who you are if you're reading this!
Without further adieu,
The Swap:
For those who followed Damkid's KL to KJ conversion thread, you saw the nightmare that was the Millenia's ECU and TCM. A tangled web of sensors, codes, vacuum, and more codes. Did I mention codes? Yeah, the ECU loves throwing codes out for no apparent reason other than every day ends with a Y. Multiple that by sixty eight when you take its good buddy, the TCM, away.
None of that, here. Nope. None. This build, from the start, was planned with MS3x in mind. I've done multiple installs on my and other Miatas and have a fairly in depth understanding of the EMS so it was an easy choice. This, of course, will forego the simplicity that OBD2 offers for diagnostics, as well as the ability to have the vehicle emissions tested which fortunately, I don't need to anyways.
This will not be a crude implementation, however. Not a minimalist approach of "what can I remove and still have it run". That would completely defeat the purpose of my swap. There will be omissions, such as the EGR and related vacuum for example. But, every original function such as ABV, CAC, PRC, bypass air, etc will be implemented and their operation will be a direct clone of the OEM implementation. As an added bonus, this will be a fully sequential fuel and spark install. It goes further: Power steering, A/C, and cruise will also be retained.
Whew, that was a lengthy introductory!
Questions and comments welcomed, otherwise: enjoy!
Tonight's itinerary:
Finishing wiring schematics for the MS3x install. I'll probably end up making an excel sheet or similar detailing the sensor, wire colors**, and their corresponding connections on the MS3/x DB37 harnesses. This will probably also include information about wiring and sensors that will remain "factory", the VSS for example.
**(for Protege5 year 2003, for Millenia year 2000, MS3x board 3.57 with DIYAT MS3 and MS3x DB37 harnesses. I can not guarantee the wire colors of any models outside these year ranges, though the likelihood of them changing within their respective generations is slim. Anyone attempting this swap MUST confirm the wiring against what is seen here)
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