rob82

Equivalence ratio is basically what manufactures call lambda. Eqv Ratio of 1 means lambda 1 or 14.64:1 AFR. Eqv ratio of 0.82 is aprroximately 12:1 AFR. High Eqv ratio means leaner - less fuel and low eqv ratio means richer - more fuel. Volumetric efficency is usually highest at peak power and can be infulence by alot of things- camshaft, head design, combustion chamber shape, compression, forced induction etc etc etc.

If its the third brand new pump you've installed then I would be putting my money on poor installation. If the pumps overly noisy then its proabably f**ked.

I'd be very reluctant to try an ECU that is at this stage fairly well untested in the industry unless you dont mind paying for the extra hours that may be involved. From what I've seen of the earlier wolf versions aka 3 I would be very reluctant to use. It's one thing for an ECU to say it supports say closed loop cam or ETC but its a whole nother ball game to actually prove that it can - incomparison to the factory ECU (and that includes the all bells and whistle M800 motec). That said the r33 is a donkey in terms of new electromechanical features so as long as it does fuel, timing and a few other things correctly you SHOULD be fine.

So what are the payment details and when can we get them?

In designing the SP MX5 (Limited Run Turbo MX5) for Mazda Australia my boss used two 90 degree bends to stop reversion back through the AFM.

Put me down for rb26 intake and exhaust in blue thanks. Any way we can get them sooner. I reckon the price is good for 10.

Does it have a malpassi fuel reg and or did they replace the fuel pump before the tune or anytime near the time it started going bad? Sounds like its starving for fuel. If you prime the pump say three times does it still do it?

Just to clear a few things up wasted spark fires 1 cylinder on the compression stroke the other on the exhuast stroke. 4ms of dwell at 13v is a fair amount I would probably run around 2.5ms - so you dont burn coils out. Wasted spark is not what I would be worried about. Its the batch firing of the injectors that I would be most concerned about if it is to be a street car. However the microtech in sequential mode is probly a little bit better than the motec in batch fire and its allready setup and tuned so I would be leaning on going down that path.

Are those latency times based on a 3 Bar system?

Lets hope you havn't glazed the bores by having a IC leak.

Do they - havn't seen that. It does depend on wether the advance or retard is on the section of the cam gear that is fixed to the cam or on the outer ring that is not fixed to the cam. Maybe thats where your being confused???? Its a little ambiguous. Its a hell of alot easier to think about camshaft postion relative to crank position. Wait until you try to dial in a BA XR8 - 4 camsahfts four cam chains.

You always work realative to the crank position. So if you loosen the bolts and move the cam anticlockwise you are moving the lobe centerline of the camshaft to the left, meaning the cam is now retarded as it takes longer for the valve to reach the same lift relative to the same crank position. ie the lift at TDC will be less with a retarded camshaft and greater with an advanced camshaft. So they have machined the A and R in the right direction.

Also has anyone watched a dyno run when the injectors hit 100%? It actually goes rich. I'm told this is because they have given up all pretense at opening and closing and just stay open all the time. This means that much more fuel is put in at 100% compared to 99% than is put in aat 99% compared to 98%. Never seen that before. Most injectors flow about the same between around 97-100% Duty cycle. Usually you can tell your out of injectors as the AFR will enlean linerarly at 45deg angle.

Thats coolant correction not acceleration enrichment.

Check your IC pipes again - thats your problem.

HP is almost directly proportional to fuel consumption (BSFC - Brake specific fuel consumption) in spark ignition engines if the same AFR is to be used. What you've got to remeber is that dynamic flow rates and static flow rates from injector to injector are quite different. Most Japanese injectors are expotential flow - meaning their flow rates with low duty clcyes may be far less than their flow rates at high DC ie its not linear. Aslo accelleration enrichment in 90% of cases wont effect peak DC as once full thorttle is seen there is no more correction.

There is going to be a point at which the standard ECU cannot control the harshness of a shift due to the fact that the nissan ECU only has control of igntion as a torque reduction methodology. The more you retard an ignition event the more like you are to burn exhasut valves, destroy catalytic converters and spool the turbo due to the combustion event being very late in the cycle. Too much retard is only going to add torque as its spooling the turbo. The one benefit is that usually with skylines to make more power you generally need a larger turbo/'s which shifts the power band up in the rev range. This means that the line pressures should be higher to avoid too much slip on the shift. However if you are making more power at the same rpm and throttle angle below say 3500rpm you may need to bump line pressures up mechanically or electronically (If possible). Manufacturers reduce line pressures at low rpm and throttle angle for economy reasons. At the end of the day if you have an auto skyline making reasonable power IMO not even the standard ecu remapped will be able to cope with the added power in prolonging the trans so you may as well get an auto build. Also get your tuner to take considerably notice of the ignition timing at various shift points as auto's can add considerable torque to the engine on shifts.

So in comparing a WOLF to a Motec you would be under the impression that it has accurate control of four camshafts along with electronic throttle control? I'm not a big fan of either managment systems but I know where to draw the line. And tuning points has little to do with tuning accuracy.

I made 240rwkw at 12psi on my stock ECU with after I had tuned it. IMO I would never disgrace a GTR with a Microtech.

So have you found any additional maps to the standard ROM EDITOR software? Have seen lots of tuning software just copy one another and not add any thing new. You can tune the base fuel map as a desired AFR map you just need to change the MAF transfer table to suit. If you do tune the base fuel MAP as a VE table how do you individually tune the 256 cells without an emulator - I couldn't think of anything worse. Biggest difference between PFC and standard ECU is the MAF table is twice the size.

How retarded is the ignition timing? The combustion event looks about about 90ATDC just in the right spot to heat the exhaust/exhaust port coolant jacket .

1 Pivot ACS-R Airflow meter converter for twin airflow meters - $100 2 x standard GTR turbo's both in good condition with minimal shaft play never run more than 12psi.(Have upgrade to GT2860R items) $400 for both R33 RB26 Block bored to 87.5 awaiting honing/pistons, crank also in good nic (has 14mm oil pump drive), prepped standard rods, custom sump for rear wheel drive conversion. THe lot for $1500. Can send interstate if required. Will also post pics if needed.

The way I'm understanding the situation is that you set the static timing to 10degrees and there isn't enough adjustment in the cam angle sensor to get the timing to be somewhere close? IF this is the case then this to check are: 1. Crank reference point to make sure the balancer hasn't spun. Pull number 1 plug out and make sure its at TDC when the balancer reads 0deg. 2. Make sure the cam timing is correct. 3. Check that the crank reference within the microtech is set to where it should be. Its under something stupid like crank refernce but the value is in percentage where it should be degrees BTDC - it always throws me off. 4. THe other thing to check is if you have timing control. If you advance the timing globally(with the timing not locked) does it move by the amount you have inputted? Also rememeber that the minimum timing number you can run is whatever the static timing is. So if it is set to 15deg and you command a total advance of 10degrees you will still have 15deg. Also make sure you check the timing on a lead from coil to plug.

Gen3's are the same along with the new cobra's only 1 supply line to the front of the car. There is definate value to it, all you have to do is run a vacumm line to the back of the car. Might just take a little bit more tuning to get the acceleration enrichment right. Give it a go.

Looks like a factory ECU wtih real time emulation made pretty.