XGTRX

Damn.

So is there a temporary fix so there is no recirculation so he can test it?

As XKLABA said this will only add to the problem so unblock it and then fault find because obviously the bov is not the problem.

Then this.^^^^^^^^^^^^^^^ Unblock it.

If you blocked off the bovs after the tune then this advice is spot on. So make a list of what have you changed after the tune would be a good start. I can't believe a tuner would let a car out like this.

Have you checked your earths

Sorry I thought it was but I re-read your posts and realised that it pinged at 30psi ha ha. Good one ha ha.

^^^^^ this and why is it pinging

What doesn't make sense is that you mentioned that you car was pinging...a rich environment won't cause it. There is something that isn't right with your ignition timing, I think. When it pings or idles crap is your engine noisey, like a belt shutter, noise, or something else. Sorry but what you are describing doesn't make sense.

Seats still available

So is it still pinging?

They are but the earth issues are the first and easiest ones to fix up before you look at anything else. Just pull the bolts, degrease, sand the contact and body until you see metal and bolt it back up. And check your starter motor wires. There is also an earth point on the head near the front of the plenum that if you are anal you can run an 8G wire to the body where the block earth attaches to.

Check your earths are clean and make sure the starter motor has its wires on properly. Main earths to check are battery, main engine, alternator and coil igniter, These are the ones that cause the most problems after a rebuild.keep us updated.

The problem i mentioned has nothing to do with the cas itself, It is the signal to the ecu that is being compromised. Generally Gates belts get noisy as they heat up and can interfere with the signal. So the car will run quite well until the belt heats up and becomes noisy and then the symptoms occur. Others have fixed this by either changing back to a nissan belt or trying to run seperate wiring from the cas straight to the ecu which is less successful. I believe haltech were having these type of interference issues and advising to run external crank triggers, dont know if it is a current issue though. I dont know anything about powerfc but is it possible to view your timing real-time or logging these events? As i said the variance in timing could be anywhere from 10 degrees up so not something you want to happen on a regular basis at WOT.

Interesting. I have heard around the traps that the gates belts can cause issues with the cas signal. Something to do with vibration frequencies is the theory. Typical symptoms are idle hunting and loss of signal synchronization with the ecu which may cause detonation on boost. Be interesting to see if there is timing fluctuations on idle. I have heard there can be up to 10 to15 degrees on idle and worse when engine is under load and on boost... Very similar to what you are describing as I understand it. Just something to investigate perhaps.

What timing belt you running.

Is the cranking strong or weak when it struggles to start?

These current cars are no match for well modded skyline, GTR or evo in versatility, performance and function with hardly any investment in comparison. Most families have 2 cars anyway. And then the driving experience is so raw, no comparison with the current crop that's for sure.

Dynos are tuning tools. The absolute power and torque measurements are irrelevant unless being used for a comparison to a change being done to compare to a previous measurement on the same dyno but even then changes in the driveline can make it hard to compare.It is used solely for tuning to assess and optimize engine parameters by a skilled operator. Example is my clubby that with a flash tune and diff gears measured 270rwkw and did 107mph.I installed cams with head work, hi stall and retune and measured 274rwkw and ran 112mph. Based on mph should be about 40rwkw difference. And based on mph it should be about the 285rwkw mark give or take. Moral of the story the tuner used the dyno to optimise the setup and mph told me how much power it really had. Hope this helps.

True to a point. The sierras started the downward spiral. However I do have fond memories of the group A. However in saying that it was awesome seeing the volvos, bmw, nissans, jags , holdens and Ford's rubbing shoulders. And the advantages each had on different tracks.. I think with better management it could have worked and thrived. Maybe

With all due respect Sir there are many workshops that will only use gates belts that whine their whole life and they stand by their products and services and have had no failures in drag, track, and street cars hundreds upon hundreds of times over. And furthermore would be more than happy to rebuild an engine if they did. Just saying that not all of them have the criteria you suggest. Reputation has a lot to do with it.

But wouldn't you say it had some reverse effect too. With the global group A racing wouldn't a an enthusiast be more inclined to buy a up-spec model knowing it had the DNA of those on the track? Rather than the V8 supercars and NASCAR where the enthusiast knows has nothing in common with the consumer product? Just thinking out aloud here.

To the OP. What particularly did you want to achieve. Is it off boost torque when daily driving, faster acceleration, are you falling off boost in between gear changes? What is it exactly. The characteristics of a car is a sum of many parts not just the engine. So what do you want the car to be like?

Sad really.

I would be looking at borrowing a stock computer and see how it goes if you can get you hands on one easily.