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joshuaho96 last won the day on January 30 2020

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About joshuaho96

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  1. Pretty much every R33 I see is in need of major rust repairs these days, whether it's the frame itself that is rotting out or the subframes.
  2. I'm in the US, my concern is that the gas strut is too strong. The Alibaba generic one is said to be more appropriate, so I'm thinking of trying one of those first.
  3. Did this work out properly? I need a replacement for the trunk gas strut as well.
  4. How old are you? It sounds like you are not yet at a point in your life where you can make your own financial decisions. Focus on fixing that part first, worry about the Skyline later.
  5. That's a fixed 16 degree advance, even VCAM Step 1 allows for variable 30 degree cam advance. If it didn't make a big difference Nissan wouldn't have implemented continuous VVT in the VR and VQ engines.
  6. Those are definitely halogens, so just use those and retrofit a halogen low beam projector. Leave the high beams alone, those are universal.
  7. You have to convert to LHD, not RHD. The headlights are RHD/LHT from the factory. Here's a pdf guide for the conversion, pdf warning: https://wardiz.org/blog/wp-content/uploads/2011/04/R33-Projector-Headlamps-Tutorial.pdf For those that are not bound by issues like TUV compliance you can have the series 3 HIDs modified to produce an LHD beam pattern like this:
  8. https://clubgrandtouring.wordpress.com/2020/08/11/what-do-the-f40-and-the-bcnr33-have-in-common/ It's normal.
  9. Look at the spectrograph view, if turning down the timing has no visible change in the knock sensor (and you know the knock sensor signal is good) then it's probably calibrated wrong.
  10. R34 VSpec 1 and VSpec 2 do not have the same part number for headlight housings. Not sure where you got that. "Housing assembly" is the part you're talking about, "Headlight Assembly" includes things like the HID ballast, bulb caps, bulbs, etc. Whether you need a housing assembly or a headlight assembly depends on what's wrong with the headlight. You may not even need a housing assembly if your problem is just that the lens is damaged. If you want to swap to Xenon from Halogen then you will want an entire headlight assembly. I believe the difference between the 1999-2000 headlight assembly vs 2000+ headlight assembly is this: "Xenon headlamps change from Series 1 cars to Series 2 cars. Series 2 cars (lense code 1618) have shadow chrome inserts as opposed to champagne accents on the Series 1 (lense code 1601) cars. Series 2 cars lost the light level actuator motors from housings activated via cabin switch." Source: http://gtr-registry.com/en-bnr34-specs.php There may be smaller differences though. I suspect this is why the some housings are half the price of others.
  11. https://prestigemotorsport.com.au/import-early-build-r35-gtr-from-2019/?fbclid=IwAR0jNtvFhRqoKozqtkl4CIHATNoiNRaASE4HF045jPAFqGFz7-F3sr344Ew Looks like early builds can be done, but those aren't as desirable as the DBAs.
  12. Haltech seems to have automatic transmission support now, it's noted for the Y60/Y61 Elite adapter harness: https://www.haltech.com/overview-plugnplay-adaptor-nissan-patrol-y6061-tb4245/ They have online documentation here: https://support.haltech.com/portal/en/kb/articles/transmission-control
  13. Maybe, but load is measured based on a completely arbitrary MAF VQ. I’m manually doing the VQ to grams per second unit conversion. Even if you don’t bother with that there’s still a huge delta between deriving TP via VQ, Kconst, and RPM and what the ECU reports as TP. I suspect that much like how the MAF VQ units are arbitrary to fit the size of the ADC output, Nissan was likely doing some internal rescaling to get the load index to be an 8 bit integer and TP to fit in a 16 bit integer. Internal tooling could easily handle this weirdness while still showing sane units to anyone working on the engine calibration. Talking to Matt at Nistune he also suspects that this is just some bit twiddling done to make the scaling fit. It’s not documented in Nissan’s patent on their ECUs of the era which makes me think it’s an implementation detail.
  14. For those that are interested in the original problem, I found some logs of a stock R32 GTR running Nistune and concluded that it's a roughly 23.5 or 23.6x factor that is hidden in the TP calculations. So instead of this: TP = (Kconst * VQ) / RPM It's actually something like this: TP = (Kconst * VQ * 23.6) / RPM Here's my work, gathered by going through this Nistune post: https://forum.nistune.com/viewtopic.php?f=8&t=3655 The header is not quite as helpful as I would hope but basically the first 4 columns are straight from the logs and TP less K is effectively the expected VQ/RPM value, while VQ and VQ/RPM headers are the interpolated VQ value measured from MAF voltage and VQ/RPM is that VQ value divided by the RPM in that part of the log. The two methods arrive at vastly different numbers, so the ~23.6x factor I mentioned is how I reconcile the two. Edit: What's remarkable about this is actually how close the TP index is to the total airflow to the engine, in grams per cylinder, just with fewer significant digits.
  15. My understanding was that if you adjust K at all or changed the MAFs you've effectively rescaled the ignition and fuel maps, even if the math still works out such that the ECU stays within the OEM load scale. I really just want to ensure that I keep the factory fuel targets/ignition timing in real load + RPM, so that the behavior is going to be the same as stock if I don't modify them. Maybe pointless but I'm trying to make sure that I don't change too many variables all at the same time.
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