Converting to OBD1 is out of the question, I want to pass inspection.

 

P0H and P0J are 5th gen. You should be using a 6th gen ecu like the PAA

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You always want to use the ecu that's designed for the engine you're using, not the car you're using.

 

Checked timing, changed spark plugs, with no results. I think ill try the PAA ecu!

 

3-wire IAC (assuming the engine has a 2-wire adapter), immobilizer, 5-wire EGR, ...using a 6th Gen ECU will certainly be a challenge.

Me, I'd run a piece of wire with an inline fuse from battery + over to the unplugged solenoid and listen for a click. If it clicked, I'd run that same piece of wire from the solenoid through a cracked window into the car. Then I'd run another wire from a 12v source in the car - the cigarette lighter or whatever - get out on the highway then touch the two wires together when the engine was winding up over 4000 RPM. See if I got a kick in the rear.

If it didn't click I'd probably take a trip to the junkyard and get another one before taking the old one off. Clean the screen as long as I'm in there:

 

Roader, I'll definitely test out the solenoid tomorrow. I definitely don't want to do all that other crap to run a PAA ecu.

 

I'm not so sure about Texas smog laws but your car will not pass smog with that engine in that car here in CA while using the P0(X) ecu. Period. Odds are Texas laws are probably a lot more lax.

This is a variety of information I dug up in about 15 minutes based on issues presented in his post. Swapping f23's into 5th gens are not very common. It's been done. But it doesn't happen all the time.

H22a swap iacv wiring issues

This assumes your car isn't already 3 wire.

Immobilizer reprogramming after k-pro. - Club RSX Message Board

Supposedly you take your ecu and key down to the dealer and they will flash it for you.

Not really sure what you're talking about here, tbh. If you need to rewire something egr related to coincide with the 6th gen ecu then all you gotta do is look up the wiring diagram and match it up. I have rewired using a new shielded wire a new oxygen sensor harness to my oxygen sensor and grounded the shielded portion properly and everything is great. It's just a matter of doing it right.

Not really. It just depends on if you want to do it right or not. Every swap has it's quirks.

 

I do not have any info to help you Cody but I wanted to say that Roader has some impressive Vtec / engine swap knowledge and if I ever have any questions I know who to go to.

 

Yeah, I felt like a guinea pig doing the swap. IDK why F23s aren't used more to swap out worn out F22s. F23s are dirt cheap at the junkyards and there are lots around with less than 150K miles. 3-wire IAC maybe? The Rosko or Blacktrax adapter work just fine; my car idles just like the original F22 did.

I guess it's because the F23 isn't a performance engine. Three gazillion threads on H and F20 swaps but maybe five on F23 swaps. But, after driving it for six months, it's a good DD engine. Lots of torque throughout the powerband and good MPG. Decent top end performance.

It would be nice if more people experimented with modding the 6th Gen ECU to work in 5th Gen cars, figure out the wiring, etc. It really would be nice to be able to use the knock sensor. I just don't see it happening since the swap is so unpopular. Until someone does, the 5th Gen ECU works fine in my DD. Having to use premium gas in really hot weather is the only downside so far.

 

I don't think that's the issue. 5th Gen cars don't have immobilizers. From what I understand the immobilizer is two parts: the ECU part and the ignition switch part. 5th Gen cars don't have the ignition switch part so reflashing the ECU wouldn't do any good. But I could well be wrong.

 

If you WANT a working immobilizer, you have to get the RFID antenna from around the key cylinder in a 6th-gen. Figure out how to mount it around the lock, & wire it up.

Otherwise, I sorta remember something about disconnecting the immobilizer, but I really don't know how to do that.