Questions about crank/cam sensor, considering trying to run AEM EMS

[anyotherone]

Intro: (long, you can skip this if you want) Well, this is my first post here in the VH section. I've built and run KA's, SR's, and an RB setup in my old s14, now I'm building a '93 s13 coupe with a VH45de. I picked up a '93 Q45 for $700 that still runs (has a miss in cyl. 2 though) my intention is to get the motor mounts fabbed up, get the motor mounted in the car and wired in, then pull it out and rebuild it since it has 220,000 miles on it and I am planning on a turbo setup of some sort, I'll make my mind up on single or twins once I see what kind of room I have to work with.

Question: I would like to run AEM EMS, as I have installed and tuned it on many different vehicles and find it to be a good system for the money. Obviously, there is no plug-n-play box for the Q45, so I will need to use the universal box, and wire it up myself. No problem, I have to wire the motor up anyways, using the AEM harness would just take some of the guess work out of that process. SO, does anyone know the specs on the VH's crank/cam angle sensor? Does it function similar or better yet, the same as the VG or RB sensor?

Any input or discussion would be appreciated.

[tmorgan4]

Look at the Q45 FSM...it has a really good description of the camshaft position sensors. EC Page 11.

[T45]

There are some guys using the factory ECU in turbo apps and getting some good tuning info. Do some searching and definately make up your mind when the time comes to make a purchase. There may be some good maps out there when you're ready.

[John Dixon]

If the AEM doesn't support the CAS then you can make new disks with a different pattern.I have one in mine using a ford 36-1 pattern for compatibility with my emerald ECU.Can send you a pic of both disks side by side if you want so you can see the original pattern, have the info somewhere on how it works too.

[anyotherone]

Good info guys.

John Dixon - I'm definately interested in a pic of that. I had considered either doing that or going with a mag crank wheel setup... I've used those with Elecromotive Tec3's, just not the AEM yet.

I will look around for any maps that people are willing to share. I have a factory basemap for ignition timing/fuel, so that's at least a starting place.

I found the FSM download after I made this post... I haven't had a chance to look at it though, because my dsl connection keeps timing out when I try to download it.

[Carl H]

stock ecu will give the best drivability out of any standalone, once you've socketed the board it in essence becomes a standalone.ive got my car fully romtuned and it runs BETTER than when i had a power fc on it, so im totaly sold on sticking with the stock ecu especialy when its so advanced already.

[anyotherone]

I haven't completely ruled that option out, I'm simply investigating my options. I am more familiar with AEM and its functions than I am rom tuning, but I'm sure that I could learn.

For those interested, here's what I found about the camshaft position sensor for the VG, VH, RB, and SR just for grins.

VH: 360 slits for 1 degree signal, 8 slits for 90 degree signal.

VG: 360 slits for 1 degree signal, 6 slits for 120 degree signal

SR: 360 slits for 1 degree signal, 4 slits for 180 degree signal

RB: I'm still searching through the fsm's that I have.

Basically, they all function very similarly, so I don't think it will be very hard to setup.

[John Dixon]

Have sent the pic to the email you have registered on here. Let me know if you get it OK.Looked at mag wheels too but seemed neater to me to use the CAS. Gives a -ve when there is a window under the sensor, open when blocked. Emerald has an internal pull-up resistor on the trigger signal and works perfectly like this.Think I'm using the inner sensor as it is made to detect single slots, the outer one has 3 windows and the signal didn't look as good on an oscilloscope

[SSDwellah]

Yeah I have long thought about doing this as well and I have recently posted a question on AEM's forum. It hasn't gotten much attention yet though. FWIW I have both the old 1990 VG30DE 300ZX ECU and a seemingly damaged 93 JDM VH45DE ECU. When I put them side by side I noticed that the connectors are identical. When I looked up the pinouts, they overlap about 90% (for all of the useful engine functionality). I think the AEM ECU would be a reasonable swap with just some rewiring or maybe just reassing the pinouts in AEM software to support 2 additional injectors and coils.

Here is the forum posthttp://forum.aempower.com/foru....html

[anyotherone]

Thanks for posting, thats some good info - nice to see that someone else is on the same path.

I don't see why it wouldn't work using a wasted spark setup, I believe that's how the mustang 5.0 aem box is setup.

[T45]

The Z32 and Q ecu's are identical on the outside and he's right, the pinout is very very close. It was much easier to swap in the VH harness into the Z than to try pinning the VG harness.

As an added bonus it mounts in the stock ecu bracket, location and uses the factory grommet.

The beauty of nissan is the use of separate harnesses. The engine has it's own harness which was about 10 wires to hook up and the trans and alternator harness from the Z hooks up perfectly to the VH alt. Almost like it was meant for it. Pretty much plug and play once you know what those damn 10 wires go to.