TurboTapin

I just got to work and skimmed through 61508 and 61511. I was surprised the CSA adopted both, but neither are enforced. To recap what I read, it states that in a perfect world, they should be segregated but they acknowledge that this is not industry standard and clearly mention that they allow mixing of safety and non-safety. 61511 also mentions software segregation like AB does in their safety PLC's. Now if only I could go back to control, let alone safety over comms. In my current line of work, we're only allowed monitoring and basic control over comms. Everything critical must still be hard wired as much as possible.

I've unfortunately never been as they're on the complete other side of the continent and another country that isn't currently letting us in as easily as they use to. I even heard their stop signs over there actually say "Stop" instead of "Arret". If I decided to trek the 48h drive, I wouldn't know when or where to stop haha. Whenever I order parts from UP Garage, I order from Japan as it's cheaper. Same with GKTech... oddly enough, it's cheaper shipped from Australia then it is the US. UP Garage Japan operates their US leg though, unlike Tomei. If Tomei JPN had the power to close down Tomei USA, I'm sure it would be done in a day. They're two completely separate entities. Tomei JPN messed up somewhere originally agreeing to its creation and got sacked big time.

Do the following first and get back to us. - Clean and verify your IACV - Verify for vacuum leaks/post MAF leaks. (Pressure test is the best and cheapest way) - Do you have a BOV with stock ecu/MAF? If so, remove it.

It's unfortunate what Tomei USA has done to Tomei's name in general. I'm very weary of ordering parts from them now. I only order direct from a Japanse source (e.g Nengun). At least their logos are different, so you end up knowing what you have.

Most of the industry in North America either runs on Siemens or Allen Bradley. I have two redundant S7-1500's on my desk right next to me for simulation. Siemens has been losing ground though since Stuxnet, as cybersecurity is a big thing. In my line of work that is federally regulated, you must by law have a cybersecurity management program in place and its audited and inspected every so often. I work with Emerson PLC's daily (RX3i's) and have done large biogas/refinery projects with their DCS's. Their PLC's are somewhat OK minus the way they do PLC redundancy (You have to download on both PLC's separately every time you make a change ) As for their DCS's... you'll be limited financially first before anything else stops you. Costs are exorbiant at roughly 10x what it would cost you to do with any other system (e.g AB PAC). 1990's, those suckers are brand new haha! Kraft-Heinz (An old client when I use to work for an ESP) still runs Siemens TI505 PLC's from the mid 80's. Ohh how I don't miss working with those... you could only do a certain number of online downloads until it's "Change" buffer would be full and you would then need to go offline to do a full download. There was no warning of when this was coming up and it generally would happen when you would go in at 2am to make changes before production -_-.

Unfortunately, not only is that not the case, one of the main "Selling points" of safety over comms is they clearly state in writing that there's no need to segregate safety networks from non-safety networks. It always gets intermingled with everything else on an ICS/OT network.

I've done a few BMS systems. Code in Canada use to force us to have any safety components outside of the PLC but with a code change back in 2018 I believe it was, we can now use safety PLC's to control everything. Sadly to your point, AB Guardlogix safety instructions for example are only available in ladder. Machine safety is a very big thing here though, you're constantly forced to migrate to the next best thing by OSHA. I honestly prefer safety plc's, including anything from AB more then I do working with old school safety monitoring relays. PLC is only one portion of it, the rest of the electrical still has to follow to meet SIL (Mechanically linked dual contacts, bla bla) Now tell me how to feel about safety over comm's (e.g Ethernet/IP CIP) on a unmaintained network haha

To your point, boolean logic. We're not only working with bools in ecu's, so it's very limiting. I wanted to setup a low WMI pressure alarm. After 1 second I want WMI line to hit 100PSI, 2 seconds 175PSI, etc. and trigger an alarm if it doesn't meet those thresholds. This would of taken me one very short line of text, but instead I had to bugger around with generic timers, conditions, etc. and so forth.

I just try to entirely stay away from ladder now unless it's something basic maintained by electricians. Even then and to your point, it mostly ends up being blocks I wrote in structured text. PLC's are slowly going towards C, C++ and C#. I just wish Allen-Bradley would jump on the bandwagon.

All of them are missing. You do not get much done with just AND, OR and NOT unfortunately. Ecumaster for example has a text based editor with at least 60+ math and logic instructions.

Yes and no. My second sentence is trolling but being that you're also from North America, I was really hoping you would catch onto my ICP reference. Then again, I'm probably one of the only idiots who listened to ICP when I was younger. Jokes aside, if the magnet went in through the drain hole, then I'm sure you can get it out by there. Try some of the options the others have listed.

Just get the magnet out... I can think of 37 different options to get it out without removing the pan. 4-5x of those options are already mentioned here. I personally would drill a larger hole in the pan, pull the magnet out and then block the hole with another magnet. Then reuse another magnetic oil plug. The more magnets the better.

There are a few different ways of doing it. I'm currently running two 1000cc pre-TB nozzles and PWM the pump for control. I'll be moving over to a constant pressure system and direct port. I'll run the pump off a regular relay, have it cycle on roughly 5psi before I start injecting to build pressure and then PWM a WMI solenoid (It's basically an injector that can take a lot of pressure and not corrode with water and meth.) The solenoid feeds the 6 direct port ~200cc nozzles. I'll also keep one ~250cc pre-TB nozzle to help keep IAT's in check. Safety will be a little different as well. I used to use a pressure switch but will be moving over to a pressure sensor between my solenoid and nozzles. I'll trigger my solenoid and if I don't see specific pressure within a specific timeframe (e.g 100psi within a second, 175psi within 2 seconds), I kill it and revert back to non WMI maps the same way I did it before with 4D in Haltech. I was just figuring out the timers in my ecu last night. They made that a little more complicated than I would have liked... I wish Haltech offered a larger set of logic/math functions like other ecu's do. I can't do very much with just AND's and OR's. I've been asked to do fuel/ignition mapping on a medium bore engine at work in May (192L V16). Being the only programmer in my region and having went and opened my mouth about knowing the ins and outs of fuel/ignition mapping, I have now been deemed an expert. Fun fun. The entirety of the logic and algorithms are programmed in C on a PLC. As I spend more time figuring it all out, I like what I see and eventually I may consider doing the same as a pet project to replace my ecu.

Besides packing it, you can also fill your pump through the oil filter inlet port. After cranking for what felt like an eternity without pressure, i fed a tube in through there and filled it with oil. Cranked for a few seconds after that and had pressure.

That's exactly what I told myself. I'm happy it came out.

Well some mostly good news and some slight bad news. Good news is cylinder 6 did in fact only require a honing and I'm good to run my 86.5mm pistons again. I should also get the block back by end of week. Bad news, had a few surprises pop up. First, main and rod bearings were trashed. No sign of any heat damage. I knew right away what caused this... I had not packed my oil pump originally and spent a lot more time than I would have liked cranking the motor to get oil pressure. It sounded fine once started so I chucked it up to luck and forgot about it. Luckily rod and crank are fine and just need new bearings. Engine builder agreed that this was the cause. Another surprise that carbon covered up very well that I didn't catch, something got sucked up and went through cylinder 1, 2 and 3. Luckily this was no cause for concern, just needed a bit of cleaning up. Valves look fine but he will vacuum test the head this week to confirm. I'm presuming this was something left over from welding my intercooler piping, but we'll never know. I'm going to thoroughly reclean everything. So all in all, happy the motor is fine, and I'll get it back much sooner than expected. I'll also be taking the time to convert my WMI system over to direct port. I'll snap some pictures of that when the parts come in.

This is a pump I have used in the past; no oil ever leaks or gets past the regulator plug.I was trying to understand what caused Nissan to not only mention it in their manuals but to also state it's a replacement part yet the part cannot be found on my pump or on any new pumps and there doesn't seem to have ever been a replacement part#. First time I've noticed something strange like this from NIssan.

With my block out to get honed, I'm just prepping all my auxiliary components in my mean time. I took my oil pump apart to inspect and repack it with assembly lube and either haven't noticed this in the past or found my answer and can't remember. What exactly is the regulator washer that the manual mentions replacing? I don't have one and from the manual it seems to seal the regulator plug to the housing but I can't see it on any pictures of new pumps either. Can anyone fill me in? I'm presuming this was phased out as I also can't find a replacement part in epc. Image of a new pump. Can't see a washer there either.

If I tossed my money in a fire and filled my transmission with sand, it would end with the same result as buying from Speedtek. Actually, that's not true... My way, I wouldn't have to deal with Speedtek's dick head of a CEO for years on end and all his lies.

Speedtek and manufacturing/QC issues go hand in hand.

These are small points I should actually add to my original post. GKtech makes an extended slave line for this conversion. It's what I use, and it works well. You'll also need a CD009 slave cylinder. S/R Chassis Z33/Z34 Conversion braided clutch line As for transmission sensors, you'll need to both extend the wiring and replace the connectors. I can't recall which is which, but one is your neutral switch and the other the reverse switch. As they are just switches, just test for continuity with your transmission in neutral or reverse to figure out which is which. Connectors: VQ35 neutral Switch Connector | Wiring Specialties VQ35 Reverse Switch Connector | Wiring Specialties

Read this article in its entirety. https://kelfordcams.com/sole-purpose-of-degreeing-your-cams?srsltid=AfmBOook1TDTA-n6_7S3mRSXD6-NROlytY3aV25ETGP7ns636p3rPJNw

Looking at his other posts, I think you're onto something.

As per Kelford and other cam manufacturers, hydraulic lifters must never be used for degreeing cams. You will get false readings due to bleed down. You either need an aftermarket solid lifter or to modify an old hydraulic lifter for this task.

Why specifically a 93? Either way, look in either Vancouver or Montreal as that is where they arrive by ship and we have a fair bit of them on the road and for sale here.