benl1981

Ok thanks a lot for the map as indication. 1. So you don't tune all those low load cells to be right on 14.7 to 1- you let the closed loop function achieve that. 2. Do you think I'm best to tune with the LC1 wideband (with 02 sensor feedback off), then remove wideband and replace with a nice new narrowband o2 sensor and turn closed loop on I have heard a few people using wideband in simulation mode but not a heap. I also have the wideband in stock location so may not be good for long term use there? Maybe just check afrs with wideband every 3-6 months? 3. 350rwkw is a lot on std internals. What sort of Afrs do you target as those on the fc edit are only indicative right? If I keep injectors at 100% and no air flow correction if afr on fc edit would be 12:1 when afr on lc1 would probably be closer to 11:1 (is that normal?) Thanks again

Anyone? Also the inj map jumps from about 100 at load point 9 to 117 for load point 10 then 126 for 11 Will have to check if this is the stock maps but as soon as you see about 5 psi boost afr is about 11.5 to 1. Seems very rich? When I run full throttle 11psi Afm: 4.95v Injector: 77% (stock) Afr drops to in the 10-11: 1 range

Ok thanks. Still need to get a compatible rs232 converter. However, what strategy do you use? - Say all cells below 3500rpm and below load point 10 you would target 14.7 - From load point 11 to 13 say 12.5:1. (assume this is where boost would be building) - Load points 13 to 16 say 11:1 I am measuring at stock sensor location so believe that reads a couple of points lower. With stock injectors do you usually find about 5% drop in injectors gives about 0.5 increase to afr no.?

With the stock ecu in place, stock injectors etc running 11psi on stock turbo. - I fitted a wideband LC1 (did the free air calibration) and found afrs to be quite lean. I placed the wideband sensor in the stock dump pipe location hence no o2 feedback - then went onto Fit a new fuel filter. Still quite lean so I fitted a new Tomei fuel pump. - the only thing I did in the meantime was disconnect the wideband. Although I didn't start te car or re calibrate. - I then refitted the sensor. Started the car and instantly got 12.5 afr on idle and on boost mid 11 afr dipping to about 10.3 afr over about 5k rpm. Running about 11psi stock turbo. So I assume my pump had been losing flow. - With that fixed I have fitted the powerfc on base map and found idle to be about the same 12:1 but richer on medium throttle of about 11:1 and then about 10:1 A couple of questions as Im pretty new to this. 1 - does this seem normal 12.5 to one on idle as I wouldn't think the stock ecu with narrowband would be able to trim enough to bring that back to 14.7;1 I.e the afr needs to be close enough to facilitate closed loop and not stay in open loop. 2 - with stock injectors I have worked out that about 5% reduction to injectors or k value gives around 0.5 increase to afr. I.e. If you set injectors to 95% and your idle was 12.5 to 1 at 100% the new afr would be 13 to 1 if running 95%. Does that seem about right and does that correlation stay reasonably true for higher load and rpm (I wouldn't rely on it but just as a rough guide)?? 3 - In the next 6 months or so i was going to do some further mods but in te meantime would have liked to have this running a bit better performance wise and economy. With the airflow corrections I found that by reducing the lower load up to 3000mv to about 85% each I can get the cruise afr back to around 14.5 to 1 with no real increase in knock ( I realize this both reduces fuel injector duty and could advance the timing). For the higher load settings I don't want to do this as I don't want more timing. Since I'm down at 11:1 and then 10:1 on high load I was considering adjusting the k value down by about 10% to see if I could get closer to 11:1 to 11.5:1 afr. And bring up the air flow correction back to probably about 90% for low load. Once the k value is worked out you would then adjust the injectors to say 90% each so it is a permanent change. Meanwhile you'd have to keep an eye on knock and reduce advance as required. Whilst testing the medium to full throttle runs I thought of reducing the advance in the temporary setting by up to 4 deg to start with to protect the engine I Realize it's not probably not technically the best way but till I get the bigger turbo and z32 has anyone done something similar to get afrs close and ensure knock is not excessive? 4 - when you fit lc1s and other widebands do you guys generally take it to a tuner to validate the readings or just rely on the one you have installed 5 - the bung that comes with the lc1 is deeper than for the narrowband so since I am running the stock bung for NB sensor the WB would be sticking out a bit further into the exhaust. Has anyone had issues with that? I have a datalogit but getting the rs232 convert working with win 7 is a pain With the bigger turbo I will take it to the shop for a tune I also will eventually connect the NB simulation wire back into the powerfc and run 02 feedback. Some of this may seem pretty basic but any help is appreciated.. Thanks

I think they do. I have the glove box out now but not sure exactly where the filter sits. R34 has 2 of them..

Hi there Found some pics for an r34 but the r33 seems quite a but different. Anyone got pictures or a guide on how to do this? Thanks

So for a mostly street driven car doing the occasional skid pan day, is this a worthy mod? Is there much risk of the diff failing on a long interstate drive by adding this pre load? Or chewing out tyres early

Anyone else - need the little bracket included that allows it to be bolted near the snorkel as mine is missing it. Thanks

Anyone in brissy with one of these including bracket? Will pay up to 20. Thanks

You can get them off eBay for about 800

Hey mate is it the stock one that bolt up near stock snorkel for air filter ?

Anyone have the stock one. In Brisbane. Can pick up . How does $10 sound? Since most are getting thrown out Must work and not be full. Thanks

Thanks guys. Problem solved. I think the vent into the canister was being blocked causing the backfire. Seems to be all good now with it venting..

As per pics. Can be added to any system to reduce drone and increase power. Pickup from Brisbane city. $80 Very cheap. 3.5" inlet 5 " outlet

Hmm. Think it's been like that for a while re. wetness around pipe. Might have to check the PCV and around turbo. Engine doesn't blow any smoke and doesn't use any oil so dont think blowby could be THAT bad?? There isn't any leaks around the rocker covers which is where you would expect it if it way that bad?? thanks

Thanks mate that would be great. If you take a photo near your canister also that would be good. Looks like someone has fitted a bigger charcoal canister at some point and botched the standard setup! Might try and get a stock canister and plumb things up as per stock

Thanks. Yes - that sounds pretty important!! Is this the one? Looks like the hose is crushed and quite old.. Anyway - the setup doesn't appear stock. Will need to look at it. It's a huge canister mounted low. See some photos. Hopefully fixing this may alleviate the issue.

Record thread revival? I have a similar issue with backfire on decel that is worse after fill up. I see a new fuel cap helped this in this thread. I assume that the cap has been replaced with a vented instead of non vented? Stock should be non vented with the charcoal canister used to release excess pressure and recirculate fuel vapours. I think at some point the charcoal canister on mine has been replaced and only one line to it. Maybe it's not working properly? Is best thing to do drive it without fuel cap and see if that fixes issue. If it does fix it the 1. either reinstate all the fuel vapor lines. Or 2. block it off and use a vented fuel cap Any ideas? Thanks

Can somebody tell me where the charcoal canister lines run? Near the crossover pipe there are 2 small tubes. The top one runs to the charcoal canister (looks like after market as mounted lower than the stock one) The bottom tube has been blocked off. Is the bottom one the feed back into engine? There seems to be some pressure build up in the fuel tank. You can hear some noise around the cap when fuel tank is close to full and when you undo the cap there appears to be quite a release and noise goes away . I wonder if this has anything to do with the backfire I.e an incorrect functioning fuel tank vent

Can somebody tell me where the charcoal canister lines run? Near the crossover pipe there are 2 small tubes. The top one runs to the charcoal canister (looks like after market as mounted lower than the stock one) The bottom tube has been blocked off. Is the bottom one the feed back into engine? There seems to be some pressure build up in the fuel tank. You can hear some noise around the cap when fuel tank is close to full and when you undo the cap there appears to be quite a release and noise goes away . I wonder if this has anything to do with the backfire I.e an incorrect functioning fuel tank vent

Thanks for that. So are your symptoms similar. After a few full throttle runs it starts banging on decel etc. I might try another stock cat I know worked fine then

Need some advice on this. Have read a few different threads. Details: Car runs stock bov. 10psi boost stock airbox and turbo. R33 gtst. 3" exhaust turbo back with unknown brand of cat and stock ecu Problem: Car runs ok using 10psi. However if you do more than about 4 or 5 bursts of full throttle there is some big bangs from exhaust on decel and you can even hear small bangs when back at idle. Tps signal seems ok. Checked that on the PFC. Will switch to PFC once I get the Wideband in but would like to sort this first Exhaust doesn't appear to have a leak. Not sure how old cat is. When I changed the exhaust the mechanic thought there may be hairline crack in exhaust manifold but there us no soot or any signs of leak from it. Problem may be slightly worse after fill up. It still has a charcoal canister connected but one of the pipes on top of engine is blocked off. I.e only one line going to canister so assume no feed back into engine? What I though it could be: 1. Leaky injector. But wouldn't it not just be after a number of runs. 2. Exhaust leak. Can't see soot anywhere or hear any leaks 3. Overfuel of stock ecu. I had a previous r33 that got down to about 9:1 and still didn't bang so don't think it's that. Running lower boost doesn't seem to change that much It's just strange that it's only after car is really warm etc that it does it. The exhaust installer did say the manifold looked as if it had been quite warm at some stage. Metal is very grey from heat. But I think most manis look like that after a few years.. One strange thing that after a fuel fill up I can sometimes hear a vibration noise that cones and goes from near the filler cap. I opened the cap and the noise stopped and sounded like a pressure release. So might need to check that out. But if there is no return in the charcoal canister and the fuel injectors are shut on decel this shouldn't really be causing the issue Sorry about the essay.. Got a few things to check I guess. Anyone had this or got ideas? Cheers

does anyone know what the airbags require from the seats? Is there a weight sensor of some sort I.e. Would non airbag series 1 seats work in a series 2 and still allow correct function of drivers and passenger airbags? I know there's a plug under the seat in series 2. Thanks

Kyb do new shocks to suit Check part no.s on kyb website Front something like 341287 rears 341222 The 4ws doesn't change anything in regards to shocks Fronts are about 160 to 180 each. Rears about 140 each Kyb excel g. If you buy 2nd hand shocks they won't be much better than what you have. R33 are almost 15 years old now and most still running original shocks unless upgraded

120 very cheap for a good cat back. Straight bolt on. Be quick!