**RB2530**

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Please stay away from Newcastle NSW whenever it is raining and I am on the road...(unless you are on a bus or train)...

This topic is also a testament to the fact that you have a tendency to substitute the letter 'c' with the letter 'p'... and also 'n' for 'm' for that matter... I hoce you fix your brakes uc before you rear-emd sone poor immopemt cersom!! btw in case you haven't worked it out yet, it is an exclamation mark...>>!!!!

What head are you using?? You do realise if it is a rb25 with VCT there is an oil gallery that needs to be plugged as it lines up with a water gallery in the rb30 block....

Now for a reply a little less tact full....SEARCH!!!

First of all R&R is triggered by excessive knock...The ECU 'does' remember this because it enacts Rich and Retard maps and slowly creeps back to the factory maps over time (unless of course excessive knock is detected again then it goes back to R&R and so on..) Resetting ECU does clear R&R unless there is a fault in the knock sensor. From memory it is either error 55 or error 53 for a faulty knock sensor. Btw disconnecting knock sensors will cause ECU to default to R&R. What you are talking about (cold nights etc), I think, is air-flow cut which is 'not!' R&R. Air flow-cut happens when AFM exceeds a threshold voltage. The threshold increases with rpm. As soon as the threshold afm voltage is exceeded, the ECU cuts fuel and ignition. As soon as the afm voltage drops below the threshold voltage, fuel and ignition return, until the afm voltage exceeds the threshold again. It is a binary function.(ie air-flow cut is either on or off). There is no learning or memory involved. Turn the boost down (reduce air flow) and the ECU is happy. R&R and airflow cut is about the most misunderstood topic on these forums.

Here is another reason why u should not do it... Depending on your religous beliefs (ie your belief on whether or not the universe is unlimited and therefore infinite) there is only a certain number of english letters (abcdefg etc etc) left on the internet. So many letters have already been wasted on useless debates regarding this topic!!!....Even if you do this mod and get the same results as the 10,000,000 other people who already have (you would know if you searched first), another tedious debate would ensue and hence, the END of the internet would be that little bit closer... Think more about the future of our humanity!!! Don't do it!!!

If anyone is missing a silver V35 350GT with nsw rego BEE-7XX with 18"alloys or knows who owns it could you please PM me ASAP....

I think some of you are mistaking tie rods, LCA ball joints, LCA bushes etc!!!..All these items vary considerably in price and ease of changing.. There is a joint in the "king pin" but it is a single axis bearing. Some nissans have a single bearing race and some have two...it is not a ball joint!!! I suspect this is what the mechanic is talking about... As far as I know the king pin bearings very rarely need replacing. I dont know what kits are available or if you need to replace the whole king pin assembly. Anyway just trying clear away the small fog of misinformation that appeared to be rolling in... good luck with it...

Are you sure you just need to bypass your AFM???

Cam, Not so sure what are doing agrees with my position on riceness.... But because you seem to know a bit about what you are doing, I will give you a hint regarding the resistor... Calculating the resistance is only part of the equation...You also need to work out what wattage resistor is req'd to dissipate the heat... If you get this wrong you will get smoke then a pop... Hint is as follows... P=VxI sub in V=IxR get P=IxIxR or P=I^2 x R In 10 Ohm, the largest resistor I have seen is 10watt... But if you put 2x 20 Ohm 10 watt resistors in parallel you get 10 Ohm 20watt etc etc...

No...NTP is not required...But having a standard process such as WOT is and in the event that an engine manufacturer wants to test for and publish target comp test data they would do it in an environment close to NTP or STP. Having throttle closed does mean air is hotter during comp test (if comp test done with engine warmed up). Simple reason is with TB closed not as much additional air is drawn into the intake. So majority of air drawn into cylinder is air that has been sitting in the plenum and come up to engine temp. With WOT ambient air is drawn in engine easily... Also by way of energy balance, some of the energy consumed in producing the vacuum in the closed TB case would dissipate as heat in the air drawn into the cylinder.

Zero pressure (compared to atmospheric) is still a pressure and everything has a temperature...On earth anyway... Also....awww shit, dont have time and I can't be bothered....

One reason for WOT during comp test is to allow NTP (lets see who knows what NTP means??) air to into cylinders. If you didn't do this the resultant peak cylinder pressures would be lower as there would be at a vacuum in all cylinders during cranking.

And still protect your compressor because you still have a BOV fitted???