mambastu

Any results yet Merli ?

My S13 also has a twin turbo RB25 in it. Currently using standard R33 GTR turbos on it.

Does anyone else get error code 21 on the Nissan ECU when they use the E-manage ignition harness ?

Hi all, Been running an E-manage on a RB25DET for a couple of months without any problems. Got round to wiring in the ignition harness today and the engine runs fine, no E-manage fault codes but the ECU flashes 21 which is ignition related I believe. Tested for fault codes prior to fitting the harness and it read 55 - all clear. Funnily enough I got this code on my CA after fitting the ignition harness too. Does anybody else get the error code when using the ignition harness ? Also is anybody using the new add on detonation sensor harness for the e-manage ?

Thanks guys

R33 GTR manifolds are exactly the same as each other.....are you sure the R32's are different ? I had exactly this problem on my GTR turbos after re-building them. I just needed to re-allign the compressor housings slightly in relation to each other.

Anyone ?

Does the standard exhaust gas temperature have any affect on timing or fuelling on the standard GTS-T ecu ? I haven't got one fitted and I was wondering if it causes problems.

I'm placing the WI jet after the AFM so it will be fine. For anyone worried about longevity of the blow through setup I've run it for 8 months on a CA18DET at boost pressures up to 23psi and in the RB for 2 months.

I'm now running it on the newly fitted RB25DETT in my S13 It works fine, in fact a lot better than it did on the old CA18DET. The AFM is level with the O/S/F wing so theres a reasonable amount of pipework on either side and the airflow is now a lot more stable. Haven't had the car on a dyno yet but I have used an AP22 perfomance meter on it and over a few runs it was averaging a peak of 330bhp at the rear wheels on 14psi. I've got a water injection kit waiting to go on before I raise the boost a little more and finalise the mapping. I haven't touched the ignition map yet.

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The insurance over here is crazy compared to the price of secondhand cars which are pretty cheap. You can buy a '91 180SX (200SX over here) for £500. If you're under 20 it will cost you £1500 to £2500 to insure a totally standard car which helps explain some of the shite being driven around by the kiddies. Actually, having said that, the kiddies are buying £5000 cars and are then spending £10,000 on stereos, bodykits and wheels so theres no excuse really, lol. I actually live in West Sussex which is a county in the south east below London, its where old people go to die :headbang: As you say, the UK does have a number of good amateur motorsport events. There are a fair few tracks over here, there were a lot of airfields built over here in the second world war which were later converted into circuits. Also, over the last 15 years or so the US air force have moved out of their old cold-war air bases and some of them have been sold off to private owners and they are being used for various events too which is great. There aren't many 1/4 mile strips over here although its is getting more popular and is probably one of the cheapest and most available forms of motorsport for people to enjoy. We've even got a rapidly growing drift scene and there is a UK series for it now with events taking place at Silverstone.

Theres definitely two types of car modifier in the UK. The kiddies that go for bling with their fwd (usually european) hot hatches with bodykits, big steroes and little or no engine modifications....probably due to the ridiculous insurance costs over here. This group tends to form the bulk of the 'cruisers'. They are the wheelspinning, handbrake turns in public places sort of crew who give all car modifiers over here a bad name. Then theres the more mature modifiers (who can afford insurance) who modify the car as a package and usually spend more time and money on engine, suspension and brakes than they do on bodykits or stereos. This group tends to prefer trackdays to 'crusin' and they don't generally piss off everybody by arseing around in Halfords car park on a Saturday afternoon. The Jap car tuning scene has really kicked off over here in the last few years and its given the whole tuning scene a good kick up the arse so theres actually a lot more people modifying cars now and there are a lot of decent cars being created and imported into the UK. At the moment we have no restrictions on modifying cars like you have in parts of Australia.....just waiting for our bloody government to follow your lead in that area

CA18DET's are around 130kg's, SR20DETS are around 150kgs and I reckon the RB25's are are probably around 190 to 200 kgs. I've just fitted one to my RS13 (had a CA originally) and the total weight has gone up by 70kgs

I ran 22/23psi for a couple of years with a T3 on my CA18DET. Standard Nissan head gasket and no problems at all. As long as its tuned properly it will be fine

BHDave, have you got a series 2 R33 or a series 1 ? The series 2's have a similar coil arrangement to R34's and S15's. I am using the E-manage for fuel control on my RB25DET series 2 but haven't been brave enough to use it for ignition control yet I'm running a blowthrough Z32 AFM and it works really well

The E-manage does enable you to use higher flowing injectors. Up to 150% of original injector capacity stated by GReddy but in reality they do support larger than that limit. For the money the E-manage is a great bit of kit and very easy to program.

Has anyone used an E-manage with ignition harness on the series 2 R33 GTS-T ? I've heard they pop the ignition coils, is this true ?

Found the fault at last. Looks like the engine loom had taken an impact and 1 wire was completely severed and another 3 (including an ignition feed) had damaged insulation and they were obviously shorting. There were no obvious external signs of the damage, we were quite lucky to find it !

Thanks for looking anyway. Sounds very similar to the problem we have. The transistor is on the back of the board like you say. Looks like the blown resistor does pinout to the tacho wire although we didn't think that the wire was actually connected to anything. We'll check into it a bit further, might be the clue we're looking for. Thanks again.

If you can find them it would be really handy, thanks

Hi all, Just coming to the end of my R33 GTS-T RB25DET into S13 conversion and I'm having a few last minute electrical problems Finished fitting the engine last Friday. Fired it up and it started immediately and ran for about 15 minutes untill it was warm at which point we switched off the engine. Checked all the fluid levels and fired it up again. Within 30 seconds we noticed smoke coming out of the ECU and then the engine stopped running. Turned everything off and pulled the neg wire of the battery. Opened the ECU and found that a resistor was badly burned (R420) and a transistor (T450) was burnt so badly it had seperated from the board. Bugger Checked the various connections and everything appeared to be fine although there were a couple of cut wires that may possibly have earthed to the inner wing but we weren't sure. Managed to get hold of another ECU and tried it today. Plugged it in, turned the ignition key, fuel pump primes for about 5 seconds and 10 or 15 seconds later the same resistor (R420) starts to smoke. Checked all the pin outs on the ECU and everything looks fine. Has anybody experienced this before and if so how can you tell me how you fixed it please ?

Great, thanks guys. I'll give it a whirl and see how we get on.

I have a series 2 RB25DET from a GTS-T. My engine ECU was damaged the other day so I'm looking for a replacement. Can anyone tell me if all GTS-T ECU's are the same ? Can I uses a series 1 ECU on a series 2 engine at all ?

I haven't actually fitted the engine to my RS13 yet. Should be going in the car in a couple of weeks time with various other goodies on it so I'm not going to be able to give a 'before and after' result I'm afraid. When I've run it in I'll post up the dyno results and we can speculate how much power I've gained (or lost ) from it