Jump to content
SAU Community

Recommended Posts

Ecu need learning throttle close position and (TAS) throttle adjust screw if ecu connector or throttle position connector is removed, after adjusting timing , adjusting idle, when battery becomes flat or after changing batteries ,Z33 34 M35 etc

I think some people need this one.

So this is something different to the idle learn procedure? If so, I'd say EVERYONE needs it.

Would you care to elaborate on the procedure for this, please Toshi?

Edited by Daleo

I cant seem to find the Teps website, has it disappeared?

lol, the link in my sig hasn't changed... still works no problem

On top of that I think you might find the VQ35 does not have a throttle restriction.

They still use the VQ25det engine, but stroke it out using (at a minimum) VQ35de crank and rods.

Doesn't make it 3.5L though.

EDIT: just calculated it, 3.25L if you put VQ35 crank and rods in a vq25det (maintaining the same bore)

Edited by iamhe77

I've seen a 3.6L TEPS built VQ25DET on a link on here. The Flash web site that stole heavily from Fast and the Furious...

If VQ35 crank and rods make it 3.25L, what else do they do to them?

I've seen a 3.6L TEPS built VQ25DET on a link on here. The Flash web site that stole heavily from Fast and the Furious...

If VQ35 crank and rods make it 3.25L, what else do they do to them?

Nope, sorry... not 3.2L... 3.5 crank and rods make it 2.8L (2771.42cc)

Here is the TPS.

It means you can adjust the idle to some extent and also get more air at startup? And perhaps slightly more throttle position at stall or when driving which will explain the slight differences we are seeing on the Informeter.

post-63525-0-44798200-1305173478_thumb.jpg

Here is the TPS.

It means you can adjust the idle to some extent and also get more air at startup? And perhaps slightly more throttle position at stall or when driving which will explain the slight differences we are seeing on the Informeter.

The difference could be that the Impul was able to adjust it slightly.

I will put the stock ECU back on and test in the next few days.

Cheers

Andy

They still use the VQ25det engine, but stroke it out using (at a minimum) VQ35de crank and rods.

Still doesn't explain how they get it to 3.6L :nyaanyaa:

As Scott said, to reach 3.6L they bore and stroke the VQ25det, then use a VQ35de crank and put in their own rods and pistons as per below

(ain't they puurdy :))

TEPS36LVQ25detpistonsandrods.jpg

I spoke to Jetwreck and he said his nismo ecu not problem under 3000rpm.

G-ZONE said throttle controller and remap throttle map is same performance.

Scotty have throttle controller but its not good work.(This means Scotty changed throttle map but he could not fix under 3000rpm problem)

How is Ks rom?

Ks rom do not change throttle map.

If Ks rom fixed under 3000rpm problem its mainly std map problem.

If Ks rom can not fix under 3000rpm maybe throttle map problem.

How is Ks rom?

Ks rom do not change throttle map.

If Ks rom fixed under 3000rpm problem its mainly std map problem.

If Ks rom can not fix under 3000rpm maybe throttle map problem.

All correspondence I had with Ks stated that they cannot remove the <3000rpm restriction.

The cam advance map on the Vmanage seems fine, as in it is advanced at stall. The problem is the throttle plate no opening and it doesn't matter what you do to get around it as airflow is the ultimate problem. It looks like there is only two ways around it, to run the stock turbo or to go the cable throttle route.

Craig still cant launch his car unless he spools the turbo up which takes a few seconds. The Nismo still limits the throttle at launch unfortunately.

If its just throttle problem how is install big throttle?

Air flow more than std throttle.

I think wire can not install with std ecu.

If you take out electric throttle how to adjust idle and idle up?

Think outside the box Toshi, the idle can be adjusted with the adjustment screw on the side of the cable throttle, im using an EA Ford one I think.

The stock ecu will go into limp mode which is 1200 revs, then the Emanage will take full standalone control = WIN. :thumbsup:

Enlarging the throttle will work to some extent but im just sick of the whole thing, I want full control of the air and attached to my foot. What's wrong with a throttle cable anyway?

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now



  • Similar Content

  • Latest Posts

    • @Haggerty this is your red flag. In MAP based ECU's the Manifold pressure X RPM calculation is how the engine knows it is actually...running/going through ANY load. You are confusing the term 'base map' with your base VE/Fuel table. When most people say 'base map' they mean the stock entire tune shipped with the ECU, hopefully aimed at a specific car/setup to use as a base for beginning to tune your specific car. Haltech has a lot of documentation (or at least they used to, I expect it to be better now). Read it voraciously.
    • I saw you mention this earlier and it raised a red flag, but I couldn't believe it was real. Yes, the vacuum signal should vary. It is the one and only load signal from the engine to the ECU, and it MUST vary. It is either not connected or is badly f**ked up in some way.
    • @Haggerty you still haven't answered my question.  Many things you are saying do not make sense for someone who can tune, yet I would not expect someone who cannot tune to be playing with the things in the ECU that you are.  This process would be a lot quicker to figure out if we can remove user error from the equation. 
    • If as it's stalling, the fuel pressure rises, it's saying there's less vacuum in the intake manifold. This is pretty typical of an engine that is slowing down.   While typically is agree it sounds fuel related, it really sounds fuel/air mixture related. Since the whole system has been refurbished, including injectors, pump, etc, it's likely we've altered how well the system is delivering fuel. If someone before you has messed with the IACV because it needed fiddling with as the fuel system was dieing out, we need to readjust it back. Getting things back to factory spec everywhere, is what's going to help the entire system. So if it idles at 400rpm with no IACV, that needs raising. Getting factory air flow back to normal will help us get everything back in spec, and likely help chase down any other issues. Back on IACV, if the base idle (no IACV plugged in) is too far out, it's a lot harder for the ECU to control idle. The IACV duty cycle causes non linear variations in reality. When I've tuned the idle valves in the past, you need to keep it in a relatively narrow window on aftermarket ecus to stop them doing wild dances. It also means if your base idle is too low, the valve needs to open too much, and then the smallest % change ends up being a huge variation.
    • I guess one thing that might be wrong is the manifold pressure.  It is a constant -5.9 and never moves even under 100% throttle and load.  I would expect it to atleast go to 0 correct?  It's doing this with the OEM MAP as well as the ECU vacuum sensor. When trying to tune the base map under load the crosshairs only climb vertically with RPM, but always in the -5.9 column.
×
×
  • Create New...