Hello, this is my second post on 3Geez but I have been lurking here for awhile. I have a JDM B20A Gold Top with a B2K5 MT I have just finished swapping into my 1986 LXI. So far it runs great on the USDM PK2 Prelude ECU with PK2 distributor @ 15 degrees of ignition advance with the timing connector jumped but it doesn't run so great with my JDM 37820-PH3-900 that I purchased from the most Eastern part of Russia on (that's another story). Anyway, with the PH3 ECU installed, and the PK2 distributor left un-touched from its 15 degrees advance setting, It instantly jumps to 20 degrees advance, sets blink code "9" for cylinder sensor and the engine will not rev beyond 4000 rpm. The only information I have been able to find on the web is that the PK2 distributor phase angle may be incorrect for the TDC & Crank angle sensor since the PGMFI ECU & Distributor codes/design do not match. Possibly something about leading vs trailing edges of sensor trigger points in the distributor. (We all know how impossible it is to get the cap & rotor for the PH3 distributors). I have tried retarding and advancing the PK2 distributor to resolve the Cylinder (exhaust cam) sensor blink code 9 fault but it has not helped. (Please note that I have also re-pinned the relevant wires in the PK2 to the 86-87 PH3 ECU ignitor, ignition calibration, and vehicle speed sensor pin locations. This is the JDM PH3 ECU version with the separated FI & IG computers in one box & 2 blink code bulbs.
Also, if anyone is curious, the PK2 ECU WILL run "okay" with the idle control solenoid found on the 86-87 LXI & JDM 2.0 SI/B20A motor until heavy electrical loads like headlights/brake lights get turned on. The solenoid/PK2 ECU is very slow to respond to increases in engine loads at idle and gets close to stalling. (The PK2 IACV is designed to operate on PWM (to hold the IACV open at varying amounts based on the length of the pulses (it hums vs clicks during operation)) while the 86-87 Accords/Preludes are designed to work either 100% open or closed to smooth the idle with the assistance of the AC boost solenoid & various other open or closed solenoids. I am planning modify a 2000 D16Y8 IACV (that I already happen to have) to fit in the driver side remote Idle air control solenoid position next week and tune it to see if I can get acceptable Idle control under all conditions including A/C on.
Anyway, to summarize my original question, has anyone been able to get a USDM PK2 distributor to run correctly with a Gold Top version (86-87) PH3 ECU? Or am I going to need to use the PK2 ECU & Distributor together? Thanks for your time.