Jump to content
SAU Community

Recommended Posts

*HKS Graphic Control Computer--(HKS PFC F-CON) and wiring

http://www.hksusa.com/products/?id=688 ...........$400

*HKS Injection Pulse Monitor (good with the F-Con).

http://www.hksusa.com/products/?id=729&rsku=0 .........$150

OR BOTH for $500

*Genuine 33 Vspec standard shocks..........$350

*824 pages of photocopied GTR manual..........$30SOLD

*Genuine 32 GTR side skirts (plastic) with spats (or whatever you call them), could use a paint but I guess youd have to if you didn't have a grey car anyhow..........$350Back on the market thanks to tire kicker

*1 orange GTST indicator, leftover stuff from previous car..........$15

*Pair of orange GTR side indicators..........$30

*Prefabricated 1 cubic foot 12" sub box..........$15

*2 x framed pics of Skaifes no. 2 wining bathurst GTR

1 in 34 x 24 cm frame and 1 in 30 x 40 cm frame..........$35 eachSOLD

*Standard GTST BOV..........$15

*Blitz Badge..........$20

*Carrozeria (jap pioneer) 6 stacker and head unit..........$50SOLD

*QLD personalized plates

40RCN, silver on blue..........$1000

GTR44, silver on black..........$470

51CKR, silver on purple..........$650

[email protected]

About the HKS GCC:

The GCC is an electronic tuning component designed to add additional flexibility to the fuel tuning capabilities of the VPC, PFC F-CON or F-CON S. The GCC simply plugs into either the VPC or F-CON harness and allows the user to further adjust the air / fuel ratio at five specific rpm points. Each five points offer an adjustment range of 16% rich to 12% lean, in 2% increments, of the base value. Four different selectable rpm ranges allow maximum rpm level flexibility when tuning the fuel curve. The GCC will interpolate, or average between the rpm points of adjustment to ensure a smooth transition of fuel delivery throughout the RPM band

and the IPM:

The HKS Injection Pulse Monitor, or IPM, is an electronic injector duty cycle monitor and display unit. When tuning a fuel system with an HKS Graphic Control Computer (GCC), VPC, F-CON, AIC III or Super AFR, the IPM is essential for determining the remaining fuel injector capacity. With the supplied wiring harness, the IPM plugs directly into any vehicle equipped with an HKS PFC F-CON (Programmed Fuel Computer) or can be wired directly into the stock ECU harness of any electronically fuel injected application. When used with the PFC F-CON, the IPM will show the difference between the factory specified pulse width vs. that of the HKS F-CON pulse width on its dual level LED display. When used with the stock ECU, two separate injector signals can be displayed on the dual level LED display, either two stock injector signals or one stock injector signal and one signal from an AIC injector. As the injector pulse is increased via fuel controllers, the IPM will display the new injector duty cycle in real-time. In addition to monitoring, the IPM incorporates an audible alarm that can be set to trigger when any pulse width from 50% to 95%, in 5% intervals, is reached

Firstly Ricknismo is a great seller, so enjoy the bump :D

Secondly, Rick do you still have one of the skaiffe GTR pics? If so, I'll take one.

Regards,

Richard

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

    • I know why it happened and I’m embarrassed to say but I was testing the polarity of one of the led bulb to see which side was positive with a 12v battery and that’s when it decided to fry hoping I didn’t damage anything else
    • I came here to note that is a zener diode too base on the info there. Based on that, I'd also be suspicious that replacing it, and it's likely to do the same. A lot of use cases will see it used as either voltage protection, or to create a cheap but relatively stable fixed voltage supply. That would mean it has seen more voltage than it should, and has gone into voltage melt down. If there is something else in the circuit dumping out higher than it should voltages, that needs to be found too. It's quite likely they're trying to use the Zener to limit the voltage that is hitting through to the transistor beside it, so what ever goes to the zener is likely a signal, and they're using the transistor in that circuit to amplify it. Especially as it seems they've also got a capacitor across the zener. Looks like there is meant to be something "noisy" to that zener, and what ever it was, had a melt down. Looking at that picture, it also looks like there's some solder joints that really need redoing, and it might be worth having the whole board properly inspected.  Unfortunately, without being able to stick a multimeter on it, and start tracing it all out, I'm pretty much at a loss now to help. I don't even believe I have a climate control board from an R33 around here to pull apart and see if any of the circuit appears similar to give some ideas.
    • Nah - but you won't find anything on dismantling the seats in any such thing anyway.
    • Could be. Could also be that they sit around broken more. To be fair, you almost never see one driving around. I see more R chassis GTRs than the Renault ones.
    • Yeah. Nah. This is why I said My bold for my double emphasis. We're not talking about cars tuned to the edge of det here. We're talking about normal cars. Flame propagation speed and the amount of energy required to ignite the fuel are not significant factors when running at 1500-4000 rpm, and medium to light loads, like nearly every car on the road (except twin cab utes which are driven at 6k and 100% load all the time). There is no shortage of ignition energy available in any petrol engine. If there was, we'd all be in deep shit. The calorific value, on a volume basis, is significantly different, between 98 and 91, and that turns up immediately in consumption numbers. You can see the signal easily if you control for the other variables well enough, and/or collect enough stats. As to not seeing any benefit - we had a couple of EF and EL Falcons in the company fleet back in the late 90s and early 2000s. The EEC IV ECU in those things was particularly good at adding in timing as soon as knock headroom improved, which typically came from putting in some 95 or 98. The responsiveness and power improved noticeably, and the fuel consumption dropped considerably, just from going to 95. Less delta from there to 98 - almost not noticeable, compared to the big differences seen between 91 and 95. Way back in the day, when supermarkets first started selling fuel from their own stations, I did thousands of km in FNQ in a small Toyota. I can't remember if it was a Starlet or an early Yaris. Anyway - the supermarket servos were bringing in cheap fuel from Indonesia, and the other servos were still using locally refined gear. The fuel consumption was typically at least 5%, often as much as 8% worse on the Indo shit, presumably because they had a lot more oxygenated component in the brew, and were probably barely meeting the octane spec. Around the same time or maybe a bit later (like 25 years ago), I could tell the difference between Shell 98 and BP 98, and typically preferred to only use Shell then because the Skyline ran so much better on it. Years later I found the realtionship between them had swapped, as a consequence of yet more refinery closures. So I've only used BP 98 since. Although, I must say that I could not fault the odd tank of United 98 that I've run. It's probably the same stuff. It is also very important to remember that these findings are often dependent on region. With most of the refineries in Oz now dead, there's less variability in local stuff, and he majority of our fuels are not even refined here any more anyway. It probably depends more on which SE Asian refinery is currently cheapest to operate.
×
×
  • Create New...