burn4005

this is a massive thread dig but thought it was worth posting, I've been trawling through the Emtron KV8 ECU options and the HKS Vcam is supported under closed loop PID cam control. no Valcon control box required. has certainly piqued my interest in the setup considering HKS has price-cut the V-cam package from what it used to cost. (looking at about $4k AUD these days)

Kevin you can stop being a smart Cünt. We're talking about a flow restrictor The restrictor is there to restrict flow. Not keep bubbles dissolved. What do you think happens once the oil has passed through the orifice into the head galleries. Feel free to publish an SAE paper about burn4005 being a wanker.

embedded facebook post for those following at home:

I'm guessing the dyno wasn't pointing at Mecca, which can cause problems.

The divider in the 6 boost manifold is VERY impressive fab work. Very thick 6mm plate , fully welded all the way through and the end is profiled to the face of the gate valve. Before installing I disassembled my 50mm progate to confirm fitment of the seat, valve and gate housing to the manifold and it was an excellent fit.

yea gauge likely. it's difficult for a thermocouple to generate more voltage differential than the junction could produce. either cold junction comp is stuffed or your gauge/wiring is generating an signal offset.

yea, check you can blow through the pressure supply port of the solenoid with it de-energised/unplugged, and it is blocked with it energised.

very interested, you were making stout power with an 8374 so will be interested to see the difference going a step bigger, especially on the hot side.

its impossible to manually blip for downshifts on a paddle shift when you have gear stacking.

Blip will be for an Air shifted sequential around Xmas if 2018 goes to plan.

interesting. I've got a long Map hose to dampen the post ITB signal down.. i guess he'd rather use the digital filtering instead. my other idea in progress is a pressure sensor on the clutch line, which will correlate pretty closely to clamp force. should be able to get launches and flat shifting dialed in (ITB will allow auto throttle blipping too for downshifts)

what are you using as pre-throttle map source?

yea the plan is to get one of those 4 bar map/IAT sensors welded into the top of the intake manifold.. I think. depends if it can be welded in-situ or not. otherwise will just run a 4 bar from one of the original boost ports near cyl 6, but would rather not due to cyl 6 not being a good representation of all the cylinders intake pressures. will initially tune on just TPS with a Map correction table and do some logging see what will work the best. my fuel model has all the corrections enabled (charge temp, injector delta, Exhaust pressure correction, fuel density etc. have made charge temp offset table that works like the fuel cooling coefficient in Motec M1 and Link ECUs too, that blends for Ethanol. cooling offset = coefficient/lambda target.. coeff is about 14 deg for 98 and 20 deg for E85. have spoken to Scott at emtron at length about best strategies for ITB turbo and it looks like a blend from modelled throttle mass flow to straight speed density MAP at about ~85% throttle will be a good crossover, but there will be a dead spot somewhere between the two where the throttle model isnt entirely accurate any more, and the MAP model isn't 100% either so will be tricky to get exactly right.

Mine (8374 on rb26) just got a shiny new KV8 and an EMAP sensor so tune will be early february. I'm pretty close to deciding to throw an E46 M3 DBW motor on it with an R35 pedal, but might do that a bit later in the year as there are some CAD shenanigans and machine work required for that to work. I'm interested in how the PPS boost target, torque demand and actual TPS position will correlate when they can all be independently set.

yea, Pin 30 on the ECU (sensor ground for TPS,Water temp and Air temp) is connected to Atessa ECU pin 34 as the TPS signal ground reference, so I'm guessing there is a link between the Atessa ecu pin34 and chassis ground inside the Atessa ECU with a 26kohm impedance. looking at the MFD display wiring schematic, the sensor ground doesn't appear to be wired to it, so just the Atessa ECU responsible. the AFMs have a 12v and chassis ground to them, the stock ECU has dedicated ground pins (in 26 and 34) for the AFM signals (in 27 and 35) they are not connected to sensor ground in the loom.

I think I've worked out what the culprit is. the Atessa computer using the TPS signal from the ecu.

Hi All, wiring in my Emtron KV8 at the moment and was checking the sensor ground in pin 30 of the stock engine harness was isolated from power ground (pin 50&60) I'm seeing about 26kohm. this is with the ecu disconnected, and the water temp, air temp and TPS disconnected which are the only devices shown to be wired to pin 30 in the nissan schematic. any ideas where this would be coming from? to clarify, I'm not looking for suggestions on how to fault find this, I'm asking if this is: -a normal condition for the stock R34 GTR engine loom and where the impedance between sensor and power grounds comes from or -I have an issue somewhere in the loom that i need to find

Heavy oil or gas?

It's important to a combustion engineer trying to hit emissions and fuel efficiency targets but not to us aftermarket hacks.

There is a Bosch Motorsport injector that is a split cone design at 1019cc/Min. 1019cc Part number is: B 280 436 469-01 They are special order Motorsport. You can't afford them. I'm talking 700 euros per Injector. the long nose 980cc injector (040) with the diffuser plate on it works fine in a 4 port as you get a decent diffused spray. only real affordable split cone option is the 627cc (123) which is a proper 20 degree split. The best reasonably high flowing injector as far as stratification goes is the bosch 731cc injector (235). Its an 11 hole diffuser plate and I believe used in the 2017 ford GT V6 engine. the 1500cc Bosch on the other hand has no plate so is a jet straight onto the intake divider (same as all the aftermarket injectors) and no where as good at low flow rates/idle etc. I'd go the 980cc if I could get away with it, but for my power level (500akwk) I'm stuck with the 1500. ANSU do an injector that starts as a 1500cc then they add a diffuser to it. No experience with I though and they're pricey.

What's the shaft speed at 740hp?

Interesting... According to the comp map you're only moving around 68lb/Min of air at that pressure ratio/rpm point. Good to see you enjoying the benefits of the corn juice!

Sorry, that is a typo.. should say "R35 Coils" 22448-JF00B is the OEM R35 nissan coil part number.

you can buy Genuine R34 coils from Amayama etc. got a set of 6 for $68USD/coil a while ago. 22448-JF00B.