Mr Jollwah

Just looking at some opinions about this exhaust before a part with the hard earned, whats it like? how much you pay? etc. etc. Cheers

Have been looking around some of the z32 forums, apparently u can run one working/one dummy maf sensor and halve the k value in the std ecu, sounds to simple. might be a little more complicated than this. I was thinking that wiring the two in parallel to average the voltage, then halve the K value would be better. Not sure how this equates with u PFC users out there.

If running a dummy AFM, I think you'll need to change the K value as the working AFM will only measure half the air.

Sounds very promising, How much do the r33 boards will go for? Is it much of a hassle fitting them? I'd prefer to use my 33 ecu saves the rewiring etc. assoc with z32 ecu.

Thought bout using a rb20 ecu, wana keep vct working from ecu. Found one for $275 from nisswreck. So all good..

Do a google search, live edit is free however all of the other hardware is not... It is morre expensive than the nistne setup, and not as good. so i'll keep waiting also. on a side note, anyone have or know where to buy an z32 ecu at a decent price. I mean $400for a 16-17 yr old ecu seems a little rich.

Damn, looks like i'll have to use live edit, with emulator + programmer etc.

I was going to try here. http://www.plmsdevelopments.com/realtime.shtml when i can find a reasonably priced z32 ecu that is. Are these the same guys that you've tried. If so doesn't look to promising.

Have been cleaning & oiling mine every 10000 kms, Have cleaned my afm with brake clean once already. It did have a light coat of oil on the wire it came off when i cleaned it though. If you are going to do this, keep it clean, use the right oil (not engine oil) and don't use too much. seems to work for me.

It improves throttle response by reducing the amount of air between the afm and inlet valve. I'll try to explain how this works. AFM only measure air flowing past its sensor wire, now all of the air between the afm and the inlet valves has been premeasured. The engine must use this air before the afm sends the signal to the ecu to adjust load points that the ecu used to calculate fuel and timing requirements. So say you're driving along at part throttle then u floor it there is some time that passes before the afm measures the change in airflow. does it make much difference, probably bugger all. Oh yeah if i was going to do this i'd put the afm post cooler and i'd look at getting a afm body machined from alloy. cheers

I use hks pod "lightly oiled with motul foam filter oil" was thinking bout using one of the 3 layer dry elements, however i noticed that the fine foam was in the inside layer of the filter thus it may be possible for grit to get stuck inside of the filter. did on me bike anyway untill i went with fine inner-fine outer filter. Maybe 3 layer with a very light coat of oil eg. bel-ray aerosol filter oil.

I'll need one shortly for Z32 ecu.

It seems that the amount of dwell drops off after 4000 rpm because the maximum value that nissan use is E9 (Hex), It is scaled against rpm as a dwell duty %. As rpm increases there is less time between firing events to charge coils. There seems to be a few differing methods of determining dwell duty %, 1. Divide by 10 , 2. Multiply by .33

True, I'll probably use just a nistune daughter board, which will prob allow me to adjust dwell. I'm still curious how the ecu does it.

Here are the charts I made up. Doesn't seem to be much info out there about this. I'll get it mesured and see which correction method is correct.

Capacitor Discharge Ignition = CDI

Have attached a spreedsheet and charts of all 4 options. Which is most likely. Kinda like the horses, pick a favourite, run race (eg. measure dwell), see who wins.

Okay, TO4GTR - Maximum dwell duty % would be 25.5 %, That would mean that @ 6400 rpm max coil charge time would be 2.38 ms. Adriano - The RPM Scale that I am using could be either 200 or 400 rpm i'm not sure which. If I was to use the 400 rpm scale it would give me values about 1 ms lower than those in the table. NOTE: Motec recommend a constant 3ms charge time for LS1 coils I hear, when I make the change i'll double check this.

Just thought i'd add that the reason behind all this is that I plan to use LS1 coils in the future if my Ser 2 coils give out. I'll probably increase the dwell for these as i've heard that they are a little slow and need around 3-4.5 ms of dwell.

I made it. Took the values in the igniton dwell duty table, Converted them into dec. Divided them by 10 (Conversion in to Dwell Duty %). Then applied this formula ((1/RPM) x 60000) x Dwell Duty % (as decimal). I scaled each of the addresses as 200 RPM Intervals. eg. 32 addresses = 200 - 6400 rpm. EXAMPLE: Value at 7B60 is 0F or 15 dec. 15/10 = 1.5 ((1/200) x 60000) x 0.015 (300) x 0.015 = 4.5 ms. This is how I got those values in the table, still not sure if it is 100% accurate. It would be good if someone has measured the dwell time at a few of these points to prove or disprove this method. The other option of scaling the table in 400 rpm (400-12800 rpm) intervals is still possible, with smaller values. Somewhere around 1 millisecond lower at a guess.

Here is a table of values using data at 7B60 tp 7B7F. 200 Rpm - 4.50 ms 400 Rpm - 2.25 ms 600 Rpm - 2.20 ms 800 Rpm - 2.40 ms 1000 Rpm - 2.52 ms 1200 Rpm - 2.60 ms 1400 Rpm - 2.57 ms 1600 Rpm - 2.66 ms 1800 Rpm - 2.70 ms 2000 Rpm - 2.82 ms 2200 Rpm - 2.84 ms 2400 Rpm - 2.90 ms 2600 Rpm - 2.91 ms 2800 Rpm - 2.98 ms 3000 Rpm - 3.02 ms 3200 Rpm - 3.04 ms 3400 Rpm - 3.07 ms 3600 Rpm - 2.98 ms 3800 Rpm - 2.91 ms 4000 Rpm - 2.82 ms 4200 Rpm - 2.83 ms 4400 Rpm - 2.84 ms 4600 Rpm - 2.84 ms 4800 Rpm - 2.85 ms 5000 Rpm - 2.80 ms 5200 Rpm - 2.69 ms 5400 Rpm - 2.59 ms 5600 Rpm - 2.50 ms 5800 Rpm - 2.41 ms 6000 Rpm - 2.33 ms 6200 Rpm - 2.25 ms 6400 Rpm - 2.18 ms Seems to fit in with CEF11E info on the coils. Maybe someone has measured dwell in ms at any of these points and can confirm if this correct.

After looking at the ignition dwell duty table values. I googled for the conversion from dec to milliseconds, and discovered a few differing methods that yeld some very different results. firstly there are 32 (RPM) points in the table, some believe that these are in 400 rpm blocks thus going from 400-12800 rpm (seems unlikely). 200 rpm intervals seem more likely eg. 200-6400 rpm. next the dec values I imagine have a conversion value to convert them to a percentage, two variations on this one. 1. divide by 10 2. multiply by .33 I favor the option 1, but could be wrong. Now to convert dwell duty percentage into milliseconds. I used this method (1/(RPM) X 6000) X Duty % (in decimal). This gives me a peak of around 4 ms at 200 rpm and an average value of around 2 ms for the rest of the table. Am I on the right track with this one?

I think it does, 6 Coils, 6 Drivers. Unless there is something special that the external igniter does in distributing spark.

I'm thinking of running a Z32 ECU with LS1 Igniton Coils (Internal Igniter) without external igniter on my R33 Series 2. The coils are triggered the same as the nissan coils eg. 5V -ve trigger (Well I have been led to believe). Has anyone done this before? If so any dramas. Any Feedback would be appreciated.