darkhalf

We just had to get the compressor output in the correct voltage range to make it happy. Can't remember how we did that. Resistors or something. Was a while ago!

Bit of background on this. The R34 ECU takes input from the condenser pressure sensor, and the AC switch. When both are within range, then it triggers the AC relay (you can view this in CONSULT). Makes life interesting for NEO swaps if you want to keep AC running. If it stops clicking the relay, its lost pressure again

> Nistune had a phone number listed so I could ask if they can support modern hall effect input. We used to list our phone number, but got bombarded with various unrelated technical enquiries so never got any actual work done. Plus I work for PCMTEC these days too. We have a contact page, And responded to your query within the same day. OEM ECUs only use OEM sensors. Hall effect require completely different electronics to support them.

Yes it does. I've had an ECU sitting here for years but no loom or time to look into it. Finding a loom is proving more difficult than anticipated

WTB: M35 Stagea ECU plug (cut from loom) Looking to do some research on the M35 Stagea ECU (grey connector plug) and require the ECU plug plus about 20cm or so wiring (so plug can be cut directly from loom) so I can wire to my bench setup <snip> thanks Matt

Tuning issues are best asked on the Nistune forums. Here is a document put together regarding MAF tuning http://nistune.com/docs/Nistune%20MAF%20Tech%20Notes.pdf Basically when you come off throttle you may get a spike of reverse airflow through the AFM. Z32 MAFs are common for this since the wire can measure airflow both directions. The reverse airflow can result in overfueling and then compensated with underfueling and lean off. You can see this in the software if you log the MAF voltage, TP (load), injection time and resulting AFRs. You will probably see a spike then dip in everything Make sure the plumbed back BOV return hose is pointing towards the turbo and away from the AFM On the tuning side the TP (load) max table pegs airflow on accel/decel. The tuner can reduce this (not too far so it reduces load readings on accel) but enough to cap spikes on decel) Using the slot style sensors (R35 and HPX resolve this issue further by improved MAF design and dispesing airflow outside the sides of the sensor resulting in more table meausre of airflow and can be put in various sized tubing)

R34 Skyline RB25DET NEO - Nistune ECU (Type 4 with Feature Pack 1 - Flex fuel enabled) - 1000CC ID injectors - HPX N-1 MAF sensor in 3" tube - Tomei poncams - GT3071R turbo - Trust exhaust system, large FMIC - Bosch 040 fuel pump - Jim Berry 300ZX clutch setup 98: 289rwkw @ 17psi E85: 313rwkw @ 17 psi (Measuring about 78% during the run) Details: http://forum.nistune.com/viewtopic.php?f=10&t=3060&p=22711

Found the plug here for these: http://www.rhdjapan.com/hpi-r35-airflow-meter-harness.html Warning... there are now copies of the R35 MAF sensor floating around on ebay etc. These are being made in China and stamped as such You can now also purchase weld on bungs in 3" - 4" tubing for these MAFs (place called MRP Machine shop in the USA makes them). I stock a few of these units These also fit the higher flowing Mass Air direct HPX MAFs which I'm starting to stock now to support Nistune customers. You can resize the MAF curve in the software to accomodate a MAF which potentially measures over 500rwkw by sizing the curve to what you actually require for the vehicle (for example my S14 only uses less than half the range) More info here on using these MAFs http://nistune.com/docs/Nistune%20MAF%20Tech%20Notes.pdf

Updates are made on the Nistune forum here: http://forum.nistune.com/viewtopic.php?f=12&t=2945 So R32 is completed and R34 is work in progress. Total injection adjustment still needs updating before I can test the firmware. I'm working on that this week. Made some progress today with this. ECU code is quite complex in these ones compared to earlier ECUs

I make adjustments to get close settings where possible but some injector types and other variables will mean that AFRs may be out. Anything I put on as a base is just to get the vehicle to tuners without taking it on a tow truck!

I'll be working on that next and my R34 will be the guinea pig for that one. Most of the disassembly is done but a few things still to sort out before code starts

It will get there soon. R32 is close to sorted after some bug fixes. I've got the Arduino reading the flex fuel frequencies and outputting PWM but stuck on the smoothing part and keeping the voltage at the expected 0-5 levels like the zeitronix does at the moment.

Changes are disabled in the trial now, because some people would tune customers cars using the trial version!

emailed...

Received an email today with a link to this forum thread so responding here.... What was the cause of the loss of torque low down compared to factory? See my dyno graphs here (R34 with GT3071) with no loss in torque using Nistune http://forum.nistune.com/viewtopic.php?f=2&t=950&start=15 Sounds like coils. Separate issue, but once you start winding up the boost any problems with coils will start to surface VCT goes from the ECU to the solenoid. There is a VCT indicator inside Nistune which indicates when it is active. You can also trigger VCT from Operations > Active Test > Valve Timing Solenoid inside the Nistune software. This is covered in the documentation and would have taken 2 minutes to check... Okay well I havent heard of anything from Unigroup directly to address and resolve issues for them. My email is available daily and mobile is available on request (I used to list it on the website until overseas customers started calling me up at 2am in the morning...). Most other workshops I've spoken to have only mentioned warm crank start issues with R34 when using larger injectors which I am looking into currently (there are 5 cranking tables which are conditionally used on this vehicle) R33 issues previously identified were due to false positive knock sensing (which has been disabled using 470K ohm resistor) due to the Z32 ECU not matching the R33 knock sensor. Also 16 bit ECUs which had been previously attempted are shown to have issues so we state only to use 8 bit ECUs Load Cut (TP) is an airflow based fuel cut in the ECU. This is what the Japansese tuners refer to as boost cut. This ECU is confirmed to have it (and I've verified it works on my vehicle) When tuning the vehicle you do your scales based on maximum TP (airflow) based on the target boost level, after this tune your AFRs and then your timing. Having to change the boost levels would require rescale and retune. Increasing above 18psi is fine but you may need to increase the Boost Limit TP and Boost Limit TTP parameters Pete (PLMS) interfaces with Unigroup more than myself but I havent heard any feedback. If they are having issues then call me to resolve since I'm more than happy to help (and this is my full time job now). I'm planning on a NSW visit early this year for training so it may help workshops who are getting stuck in a few areas .... Okay I've read the repsonses above and they are correct that the ECU needs all valid input signals. One dodgy input (or fault with component inside the ECU) can cause issues. Taking a log of the problem (using consult or Nistune software) and watching the VCT signal is the best way to diagnose if the problem is intermittent I think the rest is best resolved via email (or our forum). The reason for this is because there are many different vehicles (and forums that people belong to) for those vehicles. I obviously cannot track every single thread on multiple forums resolving issues so I mainly resolve issues via email or forum or phone... and only those methods

Black R33 GTS-T 2 door. S148 AUA. Car has been dumped. Found side of the road this morning Hancock road, Surrey Downs near the soccer field Noticed it after police were there looking over it. Inside is a mess, probably burnt out :-(

Appears as it might be a Nistune issue, so its best to contact us directly about it for an immediate response and resolution. I've been alerted to this one by Trent so can fill in on this forum. Please email me directly info[at]nistune.com to follow up on this There was a small batch of Type 4 boards back in May which we have found glitched during programming when flashing the CPLD Xilinx chips on the board. With the S13 Type-X setup the board would not allow writing, but on ER34 setup the glitch caused intermittent ECU power up issues. It took over a month to identify the problem due to being intermittent and finding it was more than a single board affected. After this we contacted various individuals and tuners with those vehicles to reflash the CPLDs It could be the case that this problem exists with your board. I can arrange an exchange over board if you contact me directly I have not seen this before. If you suspect this to be the case please put the board in programmer mode, and read out the board using the Base Image Programmer (Save button to create ENT). Email the ENT file here and I can compare against the matching factory tune to see which maps were changed. So far I have never seen any corruption in Type 2 - 4 boards. The only time I seen it occur is in the vector tables (startup code on the ECU) on a Type 1 board which was 'burned' into the board during tuning after the corruption occurred.

Hey guys - jumping in on this one. Unfortunately the thread has got quite confusing to say the least and some of this isn't easy to read 1400R has been working with PLMS trying these R35 MAF inserts in his 180SX using the 74mm Internal diameter housing (from LowBrain drift guys in Japan). We managed to get another one of these from him and installed that on my R34 also and run some tests. The VMP tuning HPX MAF sensor also fits in the same MAF insert which is good since those have an every higher HP capability (but higher price and different MAF plug again...) Our main goals were to find out : (a) plug in and run on the R35 VQ map > Yes it did (b) how it ran in our current vehicle configurations compared to the Z32 MAF > Less effect from vented air from the BOV hence not stalling due to vented air or reversion from turbo © how much power it measured compared to the Z32 MAF > Less power could be measured using the R35 MAF in the 74mm ID (80mm ED) piping. However expanding the piping size would mean greater load measurement than the Z32 MAF would be read when performing future tests.... Now in regards to MAFs measuring upto 300rwkw we found the R35 in this housing is reaching its limit at about this power level. As Ash has mentioned the Z32 MAF starts maxing out higher than this - estimated around the 350-370rwkw mark it will be reading the last load column of the fuel maps towards that point The extrapolated figures of 300rwkw for the R35 MAF maximum load readings are based on 280rwkw read on that day using this MAF on my car. Basically we were reading 5.07 out of 5.12 volts around this power level. Details of the runs are here: http://forum.nistune.com/viewtopic.php?f=10&t=2428 The graphs on my forum thread show the dyno results from that day. There were many runs performed, and the 298rwkw run is using Z32 MAF about probably a year ago during a power run as a baseline for the AFRs on the graph. This was so we could rescale the VQ map for the HPX MAF (we had to work out a new VQ map from polynomials and then fine tune it). Given this these dyno graphs are not meant to be a comparison of power figures as final 'sales' proof but just as working examples of what we are doing with these MAFs. More testing is still to follow when I get some more dyno time and the larger diameter housings We took a sample of the R35 MAF and HPX MAF and kept those for these printouts. So the other runs are testing the MAFs without going for top end figures (if that makes sense) Now we are not implying a power improvement with the R35 MAF in this form, but given larger adaptor sizes would be achievable. We are going to develop the VQ map for the 3.5" and 4" versions. This obviously needs dyno time and trying to extrapolate the existing VQ map if possible into a newer one That would be the plan Z32 MAFs arent that much better from what we have experienced in terms of reliability. All later model Nissan MAFs are inserts these days. I would dare say Nissan moved to these to improve reliability and replacement. Not to mention a lower cost. One of the main pains these days is knock off MAFs. Z32 MAFs knock offs (Ebay and even other online vendors are a major pain in the butt) have caused so many tuning problems in the past This is part of the point. Is that these are lower cost, readily available. They are getting picked up now for tuning in Japan, but we are as usual a bit slow here to pick up. In their current format being the 71mm ID (80mm ED) are good for upto 300rwkw. For over this figure it would still be Z32 MAF in the meantime until VQ maps are developed for 3.5" and 4" versions. I'll get to that but just too busy with general Nistune support and development currently. Plus I'l like to the the HPX VQ maps also done at the same time. These MAFs will not make more power... they are capable of reading more load at higher power levels with larger diameter housings

Just closing this thread out. Factory service manual has the S1 pinouts, but later in the workshop manual it discusses FICD and TPS which are series 2 specific. This means there were updates to the manual by Nissan which are internally contradictory because the manual does not clearly differentiate S1 and S2 changes. Also contrary to the manual Pin 33 remains the exhaust temp lamp on S2 (not Pin 32 which must be a typo). So this line gets cut, the fuel temp line going to it gets a dropping resistor to remove the fuel pump temp DTC error. FICD needs to be routed from the FICD driver IC to Pin 36. Documents to cover internal S2 modifications updated accordingly http://nistune.com/docs/Z32_ECU_Modifications_Direct_R33_Plugin%20V7.pdf

Actually these computers are virtually identical to the HCR32 ECU. Problem is that the A31/C33 ECUs dont have consult capabilitiy which was the main difference (so the normal lines for consult RX/TX/CLK dont exist on these) Type 1 board 'USB consult' was adapted these ECUs but tuners reported AFR inconsistencies with A31s so we have dropped using the board with those ECUs in the meantime until I investigate further. I suspect some of the extra code added is clobbering the ECUs internal variables so I need to go through that ECU patch firmware again and try and workout whats going on. Would be good to get those going since I have a stack of A31 ecus here and they potentially could support RB25

WTB R34 GT/GTT bonnet, preferably looking for a white one. If anyone has anything PM/SMS 0403 358 142 the cost and location. Thanks

I've got those diagrams above (link on second one broken) www.gweeds.net/nismodore/rb25diagram.jpg The ECU pinout from the same site has the Series 1 mappings for both lights Series 1 uses Pin 32 = Check engine light Pin 33 = Exhaust temp light Series 2 uses Pin 32 = Exhaust temp light Pin ?? = check engine light Z32 ECU has no exhaust temp light output. Its Pin 32 output is 'check engine light' as previously posted

We put the Series 2 33 changes in based on information from another customer when they installed in their vehicle. The main problem is I dont have a S2 wiring diagram/pinout to compare against. Yeah I was thinking series 1.5 also Anyway been going through their emails back from Aug 2010 and found this page (attached) So pin 32 is the Exhaust Over Temp lamp on the S2 RB25. It connects to the Check Engine Light output on the Z32 ECU. So effectively your exhaust temp light is the check engine light output from the Z32 ECU now Question now is what is the Check Engine Light output on the S2 RB25 pinout? I'll contact the customer who bought the NZ workshop manual and find out

On the hunt for R34 GTT bonnet (preferably white)

Wiring two knock sensors to the single Z32 input seems to be the cause of issues. So either stubbing out with a 470K ohm resistor (ie no knock sensing) or only using a single knock sensor seems to be the preferred option On the 16 bit Z32 ECU on my bench it was triggering knock maps (with an SR20 sensor which matches the Z32 ECU) having both connected in so would be having a similar effect on 8 bit ECUs. Sam (dr_drift) was the first one to report these type of issues some time ago. We stay away from the 16 bit all together since it has not been tested and the mapping is different (separate fuel and VE maps not as easy to transfer R33 maps onto) Z32 ECU availability is another issue with the prices on ebay etc increasing due to their increased usefulness on R33s. Ordered a bunch from one of our workshops in the USA so have some here for modifying but they are starting to increase in price there also