there's no big deal about making the turbo3 ignitor and coil work on the original normally aspirated chassis wiring.
the n/a front chassis harness already has keyed power to the existing coil, there's one of the 4 wires. the turbo3 engine wiring harness has the yellow and orange ignition event proving and trigger wires. that takes out 3 or the 4 wires. and the 4th wire runs to ground through a diode(and that is already a part of the wiring bundle that's clipped to the left strut tower.)
so, in essence, you are just cutting and splicing 2 wires to make the chassis like the turbo3 ignition, switched power and ground. when i do the swap i use a white oval 2 pin oem connector for power and ground and another white oval 2 pin oem connector for the yellow and orange wires from the engine harness. i rob the connectors from scrap harnesses from any of the variant wiring. they pretty much used those same connectors on every swift, firefly, sprint or geo from 89 thru 98. adding those connectors makes it possible to do a "quick release" among the ignitor, engine harness, and chassis harness.
it's making those 4 connections for the turbo3 ignition and everything else is plug and chug as far as the ecu connections and the dash/ cluster connectors under the steering column. as long as the swapped chassis is an 89 thru 91 mk2 sf413 variant. the mk2 turbo3 was produced as a canadian market only vehicle between 89 and 91.
there's an irregularity noted on the factory schematic which notes a california air quality model which was never produced.
i have not looked for a very long time but i had threads that covered most of this stuff. maybe you can find my "ol' blue" thread. i did have very detailed wiring tips and pics in that thread. maybe some of the pics still work.
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