So with changing various things for the better, alot of rewiring had to be done to accomodate this. All cabin gauge & switch wiring was removed, all externally controlled sensor wiring to the ecu was also removed. Alot of people who saw the car sitting with half of the interior removed thought it was a little over the top taking good gauges and their wiring out. I'm all for improvements, and this has been a big improvement.
So for the gauge system, the goal was to have 4x PLX display modules. Two of which would be traditionally mounted, the other two more custom.
One was built into the rearview and the other built into the speedo, deleting the resetable trip-meter.
There was a lot of work to do from stripping the stock engine wiring harness back (to retain the power & ground distribution circuits), building up the harness with suitable high quality all new raychem wiring for sensors and integrating other systems into the harness.
Ignition system
A custom ignition system harness was made for the high powered side with special Raychem twisted pair sheilded wiring. This was quite expensive stuff. Luckily there was enough on the 10m roll for the ignition systems needs. Originally I was going to ingegrate this with the engine harness but decided it would be much more servicable to keep it seperate. It custom heatshrinked harness does certainly look the business and has the spec to back it up with solid performance.
The ignition system was upgraded to an M&W PRO-14 microprocessor controlled capacitiv discharge ignition system, The powerfullest system on the market with a wide drive voltage range. There are some drag systems from M&W like the Pro-drag4 that produce more ignition energy but they require a higher minimum voltage which draws away from street-ability of a vehicle equipped with it. As an example, youve accidently left your lights on for a few hours and your battery gets below a certain voltage, with the pro-drag systems this required voltage threshold is a couple volts higher (+11v for starting and 13v for running) so you'll be very likely not to have enough battery voltage to run the drag4 CDI unit and will have to charge the battery one way or another. On drag racing application this doesnt matter too much, if its a street car too then it certainly does. Whereas with the Pro-14, this system will work from as little as 5.5v. Specification can easily be overlooked but this project has always been a daily driver!
The driveshafts were to be upgraded to some high strength DSS units, the added torque of the increase capacity and power target made the stock units a liability.
ECU
For the ecu system, I have had an AEM system that had a fault on the wideband input and wouldnt read correctly. Having previously fixed this I opened it up again and changed the settings on the board ready for the engine position module which has been fitted to replace the distributor. (hall effect digital signals (square wave) being produced instead of a sine wave from the reluctor sensors in the Honda distributor. Alot of the factory connectors for sensors/actuators were retained with new pins and wiring being used. The ecu end of the harness however was completely wired as an OBD1 system with fresh plugs and pins in order to interface with the ECU. A custom injector harness was made for the new 1000cc Injector Dynamics injectors, this was both asphetically pleasing and functional, with the heatshrink haveing some chemical resistance.
