rob82

I meant narrowband 02 sensor as in 14.4:1 at full load. Off topic but have you done any testing regarding piston crown expansion rates at various AFR?

I certainly wouldn't tune a car in closed loop in the top end either unless you want to destroy it!!! Cost of PFC and tunability is what makes it the number 1 choice of ECU for skylines. Also manufactures used closed loop as CATALYTIC converters operate most efficiently at this stoiciometric point.

CP have have two off the shelf pistons one with an 11cc Dome and the other flat top. So approximately 8.5:1 and 9.0:1 depending upon gaskets used and so forth.

For that ratio to work both injectors must be statically flowed at the same pressure. Which is how most injectors can be compared. However the flow rate of 1 injector at x ms could be alot different to another injector at the same millisecond -this is where comparing injectors at a signgle duty cycle is useless. What I am trying to say is that the ratio used by PFC is not exact.

If you base ignition set right? Have you checked for blockages ie broken up catalytic converter, rag in the intercooler? Are the cams in the right spot? Boost leak?

Are you sure the cams are in the right position and did you recheck the base timing after you moved/degreed the cams in?

If that hose is under pressure it is more likely to leak if it was not designed to be under pressure as I believe it is not. Some of the oil gets pushed into the exhaust and some gets pushed out past the hose.

That line is the turbo oil drain back to the sump if it is blocked it is possilbly the reason for both problems - ie too much oil pressure from a blocked return pushing the seals back in the turbos and pouring oil into the exhuast.

At the bottom of the shootout mode dyno printout it shows the corrections along with all the other input data. Once in shootout mode the ramp rate is fixed so in ordre to do a ramp you click up the load button and then ramp up. IN non shootout you can change the ramp rate via the dial on the hand controller dont remember the correlation between the number and the ramp rate but the bigger the number the faster the ramp. I never tune in shootout as I find the ramp rates are often too fast for most cars - remember with good managment only your timing should be affected by ramp rates.

Make sure the length of pipe from your wategate to the boost control solenoid and from boost source to solenoid is as short as possible. Also where is your boost source - please tell me it doesn't get vacuum.

No pull the pulsewidth value out - the decay you need to have a drive and a feel and watch your mixtures with a wideband. The decay is mainly used to enrich for the time it takes the manifolds volume/ pressure to stabalise. So for a properly mapped system the mixtures wont change with any amount of throttle disturbance.

Just as a guideline enlearn it until it drives shitty. It's different with different mods - injectors, airflow meter plenum size and so forth.

Fair enough - I've got to admit though I do almost halve throttle enrichment in both the PFC and standard ECU, but not in all cases. Its a good discussion though as I will be trying to pass my rb30/26 with the standard ECU retuned by me.

Really there was no jerky ness or drivability issues - its more to do with throttle enrichment as its based on TPS enrichment not airflow, also cranking fuel as its pulse width vs ECT.

What about the fact that you have 0.5 L more capacity - it will be lean which increase HC which increases the chance of failing.

Its all the other parameters apart form timing and fuel thats interesting.

No. My point is I believe that the standard managment addresses all operating parameters of engine management better than most/all aftermarket ECU's.

Try reading it again - cant make it any easier to understand. How many tuning shops in Australia know what they are doing or even have the ability to properly emulate and tune the factory managment? It is for this reason alone that it isn't more widely done. Remember nissans aren't the only cars that can be chipped or the standard managment reprogrammed.

$595 for chip and $200/hr for dyno tune. Hmmmm let me see, compare development costs of a particular ECU made by a manufacturer for a particular car compared to that of an aftermarket ECU for a range of cars. I bet the devlopment cost for the aftermarket ECU to cover a range of cars is not within 1/5 of the development costs of the standard ECU produced by a team of engineers for that car. When you've tuned both you can make that assumption and I've only come to this conclusion.

If your willing to spend lots of time you could get it somewhere close, what you've got to realise is that the PFC is just like a standard ECU only with half the sensitivity being that MAF transfer table is half the size. The thing to remember with both is that in using an AFM you are measuring the mass of air entering the chamber (grams/sec, or grams/cylinder) at that instant so techically all you need to do is command an AFR and that's what you should get at the tailpipe. But in order for the maths of the equation to be right you need the injector sizing to be correct along with the MAF transfer table or "MAF ramp tables". These values are depedant upon each individual sensor and it age/wear. For dynamic injector operation the injector latency must be tuned accordingly. Your really limited to how good the tune is by not being able to emulate. With our emulator and racelogic software(no longer available to anybody) we are able to watch the addresses being accessed at that moment in time and edit that point. It would take me about 6 hours I reckon to get a tune somewhere close to a 1 hour emulated tune.

I would change the cranking pulse width vs coolant temp - I think it is what you are refering too. Dont think there is such thing as injector latency for crank vs coolant unless you are privy to APEXI software even then I dont think it would exist as I have never found this within a standard ECU and it doesn't make sense. Injector latency doesn't change w.r.t coolant temp on a scale large enough to account for, even for a 32bit floating point system which it is not. It does however change w.r.t battery voltage just as dwell and other vairables do. Sorry to sound patronising - just tryin to inform.

Hmmmm for me to tune it on our dyno - nothing.

How did you come to this decision?

I'm sorry was it tuned in japan for australian fuel and all the mods on the car?

Nissans have no LTFT (long term fuel trim) capability, they are a dynamic system so only STFT (short term fuel trims) are learnt which means every time you power off it loses any of the changes it may have learnt. So in doing a reset it will do sweet f**k all in terms of fuel metering and most likely do nothing at all with ignition - but feel free to reset maybe it will fix you big end knock!!!