GTRNUR

Na they flow really well, as the internal oil cooler is a plate style. Check out this link... gives you an idea of the internal design. http://www.crracing.com/custom_built/external_heat.shtml Because it uses water as well the surface area for heat exchange can be greatly reduced while still achieving the same thermal efficency as a large air-oil cooler. Simular principal to anything you might have read on water-air intercooling.

If you find your air temps are adversly affected or still aren't getting the result you want, have a look at this... http://cgi.ebay.com/ebaymotors/OIL-COOLER-...639755922QQrdZ1 I got one of these from Ebay in the US for $75 AUD from an auction. Paid $145 AUD all up delivered by air mail to australia. Relocated your battery to the boot and this will fit nicely in its place. Keep trawling thru ebay you find all kinds of bargins. It will require a little fabrication work but considering your car I doubt you'll be afraid of that. These oil coolers retail for something like $900 USD and are purpose built for Nascar, mine was made by C & R radiators. You can'd beat a water cooled oil system for consistant and controllable oil temps. Nascar do it for a reason.

Sorry nothing to report... I did go racing and managed a 13.8 at 116mph but had all kinds of problems launching the car. I'd had the twin plate clutch in the car 6 days and hadn't practiced any launches in the dry. It had been raining all week in Cairns. I only got three runs in and then the fuel pump died and that was the end of my night. I drive the car every day for work now and its proven to be reliable, after replacing the pump that is... I intend on doing a dyno run in a few weeks, but work has been crazy busy lately and I havn't had the chance to take the time off to get it done during the day. I'll post something up when I get a chance... Cheers. Ian

Nope, no other issues fitting it. The main problem was just the water plumbing that goes under the plenum. Given the opportunity to re-install the plenum i'd have looked got a better place to install the temperature sensors too, though they are working fine where I installed them between the lower plenum water runner, and the front radiator hose section. I'll take a few more pictures if you need it.

Well I did my first drag event with my GTS4 last night. I managed 3 runs before I my fuel pump started causing eratic fuel flow (its screwed)... My second run was the "cleanest" but would have been quicker if i'd shifted to 2nd quicker. It was a 13.826 at 116.97mph. I launched at 6000 rpm, spinning all 4 wheels off the line. The car got traction in 1st and left the line so quick I wasn't ready to shift to second. I lost about a second there, and then had lag till it spooled in 2nd. The rest of the shifts were good. I need more practice racing, but had fun anyway. I am told you can work out HP from the MPH and vehicle weight though I have no idea how. The car is stock weight and i'm 65kg. Can anyone do the math? I was running 20lb boost, and reving to 7000-7500. GTR 440cc injectors, at 87% duty. The car was running a full interior with the spare wheel still installed.

Everyone has their right to an opinion... So what if there is a power diference, it doesn't mean didly squat! I don't know Simon but if you ask him i'd bet you that he'd say that all things being equal there is no diference from one ecu to the next. Engines pump air and burn fuel. If the AFR's and ignition timing are correct, the power should be the same. It astounds me that this simple fact of physics continues to escape some people.... too many brochure reading experts around these days....(yes i have seen tokyo drift, and that line is GOLD. Too bad about the rest of the film...).

The group buy was a complete failure as nobody came thru with the cash. Afraid I ended up ordering one only... for my car for starters. I will be ordering about $10K in stock for my new business around the end of the year, at which time i'll register as a trader on SAU and advertise the plenums again. Before... dodgy temporary plumbing after installing my high mount and FMIC. And after.... isn't it beautiful! Each intake runner has a 2 1/2" velocity stack that is match ported to the intake runner. Each stack is tapered at the top and narrows to 50mm where it then tapers further to the standard intake port shape. No leaks or problems and I'm running 20lb so far. No dyno data yet tho, but I have just fitted a Nismo twin plate clutch and will have a 1/4 mile time slip after this weekend. I'm expecting mid to low 12's. The car is a GTS4 with gtr gearbox, 8" gtr rims. garrett GT25bb400 (0.64 turbine) turbo, 600x300x76 front mount IC, 20lb boost with a 5000 RPM antilag launch should do the trick. I'll be sure to post the time slip. I'll be doing a dyno run after the drag event too, as i've yet to tune the top end of my ignition map properly for optimal power. There isn't time to do that this week tho unfortunatly...

Nope I havn't updated my software to V5.00 yet. Although I did see the new version of wolf will be available soon. Looks cool as! I'd been in touch with Steve at wolf and he says that members will all get a mail out anouncing the ECU when its release later this month (hopefully). The new V5 hand controller looks cool as too! Has anyone tried that yet...? With any luck they might do a reduced price buy back on the V4 wolf to upgrade to V5, like they did with V3 users... but Steve would not confirm this as a possability. I did have AFR's around the 14.2-14.7:1 at idle, but it still missed occasionally so thats why i investigated and went down the above mentioned path of modifying the injector sequencing. It would sit within 50 RPM of the target RPM generally, and idle as low as 850 rpm. It still struggled to run properly with the aircon on though. After swiching to semi sequential i also had the idle control variables all set to 0 to disable it. Turned on the aircon and it idled smoothly at about 500 rpm(too low obviously, but it still ran properly). The diference to engine running and drivability is that huge. My battery has been re-located to the boot, although I never had any power related issues anyway. I run a seperate power distribution circuit via a relay for injector power, idle control and the CDI ignition enabling circuit(provides 12V ignition power if CDI is bypassed too). Power for the CDI comes directly from the front power distribution terminal. With high beam, driving lights, stereo, air con and the fans at full, it will sit around the 13.2 volts at idle and pick up to about 13.4 if given a few RPM's. It would be interesting to know if the new auto-tune feature is part of the new software using the logging and feedback capabilities, or if its an ECU feature. There is a guy called Michael Smith (introduced to me by another SAU member) off the RX7 forums that developed a data logger for the V4 wolf a while back, and he's since been working on writing an auto-tuner as well. Id imagine that his project might have been superseeded with the release of V5 software, but at least he was releasing it for free.

Links are fixed...

Advanved injector sequencing configuration... of course its complicated. But once the penny drops and you understand the internal workings of the ecu as i've tried to explain its not so bad... Oh, and I used a wire in ecu, not a plug in. That gives me 5 auxilaries among other things.

Over the past few weeks i've been strugling to solve issues with my Wolf ecu and an inability to get the engine to run smoothly. Ever since upgrading to 440cc GTR injectors on the RB20 i'd been having issues with random misses and poor idle stability. Problems that were never an issue with the stock RB20 injectors. The problem stemmed from the fact that the wolf can not run full sequential injection on the 6 cylinder RB engine. Injectors are normally fired in batches (pairs). Those pairs being Cylinders 1+6, 5+2 and 3+4, using 3 of the 4 injector channels. The wolf fires every injector at least once per 360 degree rotation, where sequential fires each injector once per 720 degrees. The injector has a minimum pulse width at which it can operate stabely, below which the fuel delivery will become eratic. From my experiences with other injectors the smallest pulse width is generally around 1.45-1.5ms. The Wolf displays the pulse width for injectors on the hand controller for a full 720 degree engine cycle. With my RB20DET running the GTR injectors with a 1:1 rising rate regulator and 43PSI fuel pressure, the batch fire pulse width was 2.45ms at idle and around 2.8 at light loads when cruising at 80-100km/h. However the engine ran eraticly and you could feel it occasionally missing, as if you divide that value by 2, your below the 1.4ms which is below that safe operating time. Increasing the pulse width to much larger values made the engine miss disappear, but also made the engine run way too rich. Running on boost was fine, as there was no miss at all but its not an option to drive at 5lb boost all the time! A possible workaround which i I tried was using a 2:1 rising rate regulator, and then running a low pressure at idle to reduce fuel flow at the injector. Yet when on boost the pressure would also be enough to provide top end fuel flow. This was an absolute failure on multiple levels. It didn't reduce the fuel flow enough even at the lowest levels, AND it also made the tune eratic. I would tune at night, and then start the car the next day and see it running as much as 2 AFR points from where it should be. Malpassi need to be shot for making high rate regulators! At last... How i fixed the problem... To explain I first need to explain first how the Wolf fires the injectors and senses crank and cam angles. When installing a Wolf ecu you change the trigger disc in the cam angle sensor. The new disc has a notch at 60 degrees Before Top dead center for EACH cylinder. To identify 60 degrees BTDC for the #1 cylinder's Intake cycle there is an additional mark at 50 degrees BTDC. This is the reference pulse that resets the counting of cylinders. ... So, as the engine turns it calculates RPM between pulses but when it senses the reference pulse it knows also to reset the counter that it uses to fire the correct ignition and injection channels. The Wolf 4 Plus ecu has 6 ignition channels. So that each of the 6 coils are fired at the correct time, each channel is fired in sequence after an appropriate count of pulses that occur AFTER the reference pulse. Eg. At the time of the reference pulse, cylinder 1 is about to begin its intake cycle. 3 pulses after that it begins its Ignition cycle, so thats when the coils must fire. Yes it sounds complicated but in reality its not so bad. As the RB firing order is 153624 each channel of the wolf is wired as follows: Ignition Channel 1 - 1 Ignition Channel 2 - 5 Ignition Channel 3 - 3 Ignition Channel 4 - 6 Ignition Channel 5 - 2 Ignition Channel 6 - 4 However as fuel and ignition delivery do not happen at the same time (instead they are out by 360 degrees for a 4 stroke engine), an offset needs to be added to correct the delivery of the ignition. So the wolf has a settings for each channel called an Ignition pulse offset and skip, which basicly tells each channel how many pulses it should count after the reference pulse before it fires, and then how many it should ignore after that. So, look at the pulse offset and match that to the channel above and this tells you...: Ignition 1 Pulse Offset = 3 (Coil 3 fires as cylinder 1 begins its intake cycle) Ignition 2 Pulse Offset = 4 (Coil 6 fires as cylinder 5 begins its intake cycle) Ignition 3 Pulse Offset = 5 (Coil 2 fires as cylinder 3 begins its intake cycle) Ignition 4 Pulse Offset = 0 (Coil 4 fires as cylinder 6 begins its intake cycle) Ignition 5 Pulse Offset = 1 (Coil 1 fires as cylinder 2 begins its intake cycle) Ignition 6 Pulse Offset = 2 (Coil 5 fires as cylinder 4 begins its intake cycle) Ignition 1 Pulse Skip = 5 (Means skip 5 pulses after its fired this channel and then fire again, (6 cylinders)) Ignition 2 Pulse Skip = 5 Ignition 3 Pulse Skip = 5 Ignition 4 Pulse Skip = 5 Ignition 5 Pulse Skip = 5 Ignition 6 Pulse Skip = 5 Injectors work simular but with 1/2 the number of channels, and with the channels wired to 2 injectors at a time: Injector Channel 1 - 1+6 Injector Channel 2 - 5+2 Injector Channel 3 - 3+4 Injector 1 Pulse Offset = 0 (Injectors 1+6 fire together as the reference pulse is detected) Injector 2 Pulse Offset = 1 (Injectors 5+2 fire together 1 pulse after the reference pulse is detected) Injector 3 Pulse Offset = 2 (Injectors 3+4 fire together 2 pulses after the reference pulse is detected) Injector 1 Pulse Skip = 2 (Means skip 2 pulses after its fired this channel and then fire again, (360degrees)) Injector 2 Pulse Skip = 2 Injector 3 Pulse Skip = 2 This had me thinking... What if I were to fire the injectors only once per 720 degrees, but still run three pairs of of injectors on the 3 channels. For this to work most effectively I'd have to re-wire the injector channels so that fuel delivery to each cylinder happened as close as possible to when the intake cycle begun. So I re-wired my injectors as follows: Injector Channel 1 - 1+5 Injector Channel 2 - 3+6 Injector Channel 3 - 2+4 And then configured the pulse offsets as follows, simular to sequential ignition... Injector 1 Pulse Offset = 0 (Injectors 1+5 fire together as the reference pulse is detected) Injector 2 Pulse Offset = 2 (Injectors 3+6 fire together 2 pulse after the reference pulse is detected) Injector 3 Pulse Offset = 4 (Injectors 2+4 fire together 4 pulses after the reference pulse is detected) Injector 1 Pulse Skip = 5 (Means skip 5 pulses after its fired this channel and then fire again, (720degrees)) Injector 2 Pulse Skip = 5 Injector 3 Pulse Skip = 5 This essentially converts the injection setup from 3 bank multi-point sequential, to 3 bank semi-sequential. Injectors for cylinders 1, 3, and 2 are running full sequential. Injectors for cylinders 5, 6 and 4 are also sequential but receive their fuel 720/6=120 degrees before its intake cycle is due to begin. Most importantly by firing the injector only once per 720 degrees, it does mean fuel delivery for large injectors CAN at last be controlled properly. Although this is not as good as full sequential, it is better than spraying 1/2 the fuel needed for the cylinder's correct operation 360 degrees before its needed, and then the other 1/2 as the intake cycle begins... which in a nutshell is normal operation for a 3 bank operation. With this setup implemented on my car, i did a quick street tune this evening. The map is scaled to 20lb boost. 43% load is 0 PSI on the boost gauge. The boost controller was set to 15lb. Max load peaked at 86%. As for the results... Idles like a stocker with a 13.8:1 AFR at about 12% on the load map(used to be 14 with the missing), revs smoothly and crisply. No missing, no hesitation. Has torque down low and doesn't falter at all when the airconditioning is turned on. The 2.8ms pulse width at idle ensures clean injector operation. I've attached 3 maps. rotamotivetune.wmf - A wolf 3d V4 plug in ecu running 550cc injectors in 2 bank batch fire and 6 coils Skyline12-06-2004-45PSI-OPEN-440CC.wmff - Wolf 3D V4 Plus wire in ecu with 440cc injectors in 2 bank batch fire. Ignition is 3 coils in waste spark configuration with MSD CDI. Fuel pressure set at 45psi with the vacuum hose disconnected at idle. Skyline-14-7-2006.wmf - Wolf 3D V4 Plus wire in ecu with 440cc injectors in the above described 3 bank semi-sequential mode. Fuel pressure again set at 45psi. Ignition is as above. You might notice that the values are getting very large towards the top end of the map. This will eventially result in me running out of duty cycle at max RPM, but this will soon be corrected with the addition of a 1600cc injector before the throttle body which will operate off the staged injector output of the wolf. This will greatly lower the pulse width values from the 50% load point onwards. I hope this makes at least some sense to you all. Cheers, Ian.

I agree with that statement 100%. It makes no sense that one computer makes more power than another. It all comes down to tuner experience. From what i've seen there are FC tuners, and FC tuners. Same applies for the wolf as well.

No idea as i never did a dyno run. Until I am happy with the cars performance i didn't see the sense of paying for a dyno run to fine tune the top end and get a power figure. Plus there is remmoving the front drive shaft and all every time i do a run. It would easily get sideways spinning all 4 wheels in second when going down an on ramp sweeper onto the highway at about 80k's tho, so thats got to be about 330hp or so at the wheels.

No back to back testing... I was having a tune issue prior to installing it, and couldn't have been bothered fixing it, then tearing it all out and installing the new plenum and then re-wiring it all again. I'm using the standard throttle body. The seat of my pants estimate tells me that its about the same as stock, as far as overall performance goes. It does make the intercooler piping about 2.5 feet shorter tho compared to how it used to be, so the usual theory's about reduced lag are true not that i've noticed...

http://cgi.ebay.com/ebaymotors/Nissan-Skyl...sspagenameZWD2V But I got mine for $399 USD + freight. Cost me about 550 AUD delivered, and they kindly declared the package as being worth $100 so no import duty or GST etc.

I'm hoping they'll do a trade back to upgrade the version 5 from the version 4, like they did when the v4 was release, v3 owners could upgrade and 1/2 the price. I think a V5 in my GTR will do very nicely! Looking forward to seeing the new software too, ordering it next week...

1600/6 = 266cc per cylinder + a 440cc gtr injector= about 700cc per cylinder. This means i'll be running all injectors at about 75% duty at the most at max rpm. I'd maxed out the standard GTR 440cc injectors at 100% duty with a 12:1 AFR with 20lb boost with the last tune at 6500 rpm. More RPM would have meant it would have been around the 14-15:1 AFR at 7500 which would have been a melt down. Thus the addition of a staged injector.

Made by stryder in taiwan. Was a bit of a bitch to install but its worth it now its installed. Still tuning the car, and am running 1 bar boost with the gtr injectors in it again. All seems good so far. I'm adding a 1600cc staged injector next weekend so that will allow 24lb and a final tune to around 350 or so hp at the wheels. Adding a nismo twin plate clutch too some time later this week too...

Rocker covers will be polished alloy or silver with a clear coat. Coil pack cover will be satin black. Intake pipe will be painted blue like the plenum. I'll be running 25lb max once i get the 1600cc staged injector installed before the throttle body. Next upgrade is installation of the nismo gmax twin plate clutch i just scored. Hopefully that will happen next week. Not so much looking for a specific power figure, though around 400hp at all 4 wheels would be nice. I'd like low 12's or better on the 1/4 mile in about 2 weeks... Cheers, Ian

Well its done..! It took working on it on and off over 6 days to finish it properly. I had to re-work the water plumbing under the plenum, and also had to remove the hydraulic line from the clutch master cylinder to get it on the engine, but other than that it went on fairly easily. I took the opportunity to do an oil and plug change, and installed a full flow oil system (cooler and remote filter) at the same time. Detailing things as i went, the plenum is metalic blue with a lot of clear coats, fuel rail is modified with new 1/8th bsp fittings silver soldered onto it, and painted flat black. The throttle cable is off a R31 skyline, which is about 20cm longer. I also made a alloy throttle cable bracket. I'll be painting the 4" intake piping the same colour. The rocker covers will be either polished or painted silver metalic, and i'll re-paint the coil cover satin black to finish detailing things. As for how it works, well its still being tuned. Its certinaly no worst than the stock plenum was. Inside the plenum there is 6 50mm velocity stacks on each port, so it should be a little better in top end flow. It doesn't seem to have sacrificed any low end that i've noticed. Attached are the before and after pictures... Cheers, Ian

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Thanks guys. I'm still working on modifying the plenum to fit an additional 6 injectors so I can run 2 fuel rails. One with RB20 injectors and the staged set with a set of gtr 440cc injectors. The goal is to be able to get a very economical low end tune on the RB20 injectors but have the fuel for 25lb boost, and 400 Awhp. I'll pics pics of the progress as it happens. Cheers, Ian

Thanks everyone for the replies. I've had a huge response. i've got everything sorted out now. Cheers, Ian

HI all, I desperatly need an RB20DET fuel rail in any condition (provided its not bent)! Also the lower timing belt cover if anyone's got one lying around or on a dead engine it would be appreciated. Cheers, Ian.