Impul_GT-R

A lot of people were heralding NCOP as the end of the modification world. I truly hope to see this project of yours go through with engineering approval to get full rego to show that if the quality of work and engineering practice is good, you can still have your toys. Your attention to detail and quality of work has my respect.

Either way it sounds like you're on top of it, from an engineering perspective it would have been nice to identify the issue before blanket fixing it with another ECU. Injection timing adjustment is available on v10.127 now by the way but it's only injector phasing (so the adjustment is in 120 degree steps on a 6 cyl), not injection end angle adjustment as is the case the with the 1280.

+1 agree it's not because you were running wasted spark, especially on Nissan coils which only need 1.8ms of dwell time. If you do that maths at 1.8ms dwell a wasted spark setup could support up to around 12,000rpm. Interested to hear if it was a FW issue, The e1280s will give you full sequential fuel delivery, end of injection timing and whatever fuel/ign calcs your tuner might want to dream up if he's competent with the advanced view interface though.

Out of interest, which version firmware were you running in the select ECU with the misfire problem? With the Nissan trigger there was a problem above ~6000rpm between versions 10.105 and 10.126 which has been remedied in 10.0127. If your version was outside of that range then it must have been something else.

Hi Rob, some answers to your questions: Do they have closed loop narrowband/wideband control? - Yes, RS232 input for wideband from Innovate, Techedge, FJO, AEM & M&W so it won't inappropriately go into closed loop during sensor warmup or a sensor error condition as the sensor state is defined in the serial datastream. The ECU will fallback to a sensor connected to the analogue input in the case of a wideband error condition given you have a second sensor configured (eg OEM narrowband sensor in vehcile full time to run closed loop and come dyno time simply connect RS232 cable to have wideband logging and adaptive tuning available in the ECU, no software change needed just plug it in to tune, unplug when finished and it'll go back to using the analogue narrowband one automatically). Individual cylinder trims? - Not yet, but this is planned to be available in the next major firmware update. The firmware release cycle is fairly swift from my experience. Variable ignition attack/decel rates? - No Delta idle ignition control - Yes Im also guessing they only have 4 saturated injector outputs - 4 outputs yes, but they're peak and hold drivers adjustable from 0.9A - 1.9A holding current, peak current 4x holding current for ~1ms from memory. Variable cam control? - Yes, you can control either inlet + exhaust independently with programmable PID gains for different engine rpms to account for the control characteristics changing with oil pressure, or 2 x cams from the same target map. VVT maps are either 2 or 3D at discretion of the tuner. The select range only has 3 PWM capable outputs so doing a quad cam VVT engine is outside the scope of this ECU, but not its big brother the e1280s. What's the trigger filtering like when using inductive style triggers? - There is nothing definable in software like available on the Motec M series ECU's from firmware 3.x onwards. On the inductive triggered engines I've done, provided you don't have ground loops in your wiring or anything silly with RFI I've not had problems. I'm scepticle they will completely solve your ignition issues with just a change of trigger disk on those few cars that do have issues... - It's good to be sceptical, too many people believe what they are told without checking the facts for themselves. I think you may have misread what Anthony said, in his experience he hasn't had to change trigger discs to fix triggering problems with the Nissan CAS using the Select ECU as has been the case with others. They're worth having a play with if you get the time or opportunity. Download the software and have a look, it's clear from your questions you obviously know your way around engine managment systems

I haven't had those trigger issues on the select like as seen with others. I have logs of Select ECU's running Nissan engines to 9000rpm without the any of the RPM artifacts you've described - I have no doubt you'd be familiar with sawtooth looking RPM traces pulled from Motec's etc. The engine position being derived from the 2 degree windows has a lot to do with Adaptronic's immunity to this.

Nice write up Anthony, I'm not suprised you've found the Select range fantastic to tune for clients and yourself as have I. In particular with the Nissans, Adaptronic utilizes the 2 degree tooth windows from the CAS to provide more accurate ignition delivery and faster starting compared to many others. In my opinion the features, performance and support you recieve with this product is without peer, especially for the price. It takes a tuner with an eye for detail to fully appreciate the depth of programmability available if you choose to leverage it, especially with things like idle control as is evidenced by the experiences you have shared above. I have tuned several Skylines in the 600hp to 800hp bracket with the plugin range and they work a treat. Up until a few years ago when I took the Adaptronic brand on the only ECU I would sell and support was Motec. Today I would install and tune ten Adaptronics for every Motec I do now among all the other brands we tune if brought to us. I would recommend anybody in the market for an aftermarket ECU to find a workshop or tuner familar with the product so you can judge for yourself. Some of the results I've had with Adaptronic ECUs in Skylines: http://www.facebook.com/media/set/?set=a.10150143694703086.333074.679023085&type=3#!/photo.php?fbid=10150274503933086&set=a.10150143694703086.333074.679023085&type=3&theater'>Dyno sheet from the first plugin select I tuned on a GTR back in June 2011 with ECU controlled boost This one went on to take http://www.facebook.com/media/set/?set=a.10150293923863086.380173.679023085&type=3#!/photo.php?fbid=10150293931818086&set=a.10150293923863086.380173.679023085&type=3&theater'>outright first at the sprint meeting it was built to compete in. http://www.facebook.com/media/set/?set=a.321700701208477.93854.195058900539325&type=3#!/photo.php?fbid=449184408460105&set=a.321700701208477.93854.195058900539325&type=3&theater'>Dyno sheet from a R33 RB25 GTS-t street car built for Powercruise fun http://www.youtube.com/watch?v=qiv6jqYD59E'>A pull on the dyno with Ant's R33 and https://www.youtube.com/watch?v=TT_Jh1mYXoc'>at Powercruise Qld Raceway last year and https://www.youtube.com/watch?v=EPUo0XCrRGs'>from inside his R33 For any Adaptronic specific questions hit the http://adaptronic.com.au/forum/'>Adaptronic forum and ask, you'll have an answer within 24 hours in most cases, often less and this way Anthony can get on with doing what he does, tuning engines!

Hi, fitting a R34 getrag 6 speed to my R32 GTR, I have the box but need: * Front tailshaft * Rear tailshaft, or at minimum the front half of a rear tailshaft * Gearbox cross member from a R34 GTR * R34 GTR gearknob If you have any of the above please PM me!

lol that's faster than you went at the Maryborough sprints... (or any of us for that matter!) Weren't you heading up that way only a couple of months ago when you dropped into wheels on wide bay for a look this year? P.S. what's with you not getting a drive yet Russ??!

FYI... I think the most impressive effort was the fact that Brad's full weight (1560kg without driver) legally registered R32 (car 131) running street legal tyres ran a 35.33sec making it the fastest ever street registered GTR to lap the Gatton track. The unregistered one (car 135) ran a 34.068sec on factory brakes which were really letting it down. Both cars running pump United Boost98 fuel which only cost $1.17/Lt that weekend. Both times done on cold tyres and brakes, maybe next time he'll double enter a car so the first driver can get everything nice and up to temp for when he takes it around which history has shown us is good for 1.0 - 1.5 sec off your time at this track.

Looking for a spare hand controller to suit an Apexi Power FC with the following detail: The sticker on the back of the handset must have FCC2 written on it to suit the firmware in my unit (it's a powerfc pro). The older controllers have this firmware which is denoted by the FCC2 on the sticker. As an example my hand controller which works has "FCC2NT010" written on it. The detail that's important here is the "FCC2" bit. I have tried later handsets and they don't work (display locks up on startup screen). So if you have a controller lying around gathering dust or simply not being used get in touch with me and turn it into some cash! Your car will continue to run fine without it and you won't have to worry about your mates mucking around with your tune! Thanks.

Got one for you, PM sent.

Got one for you, PM sent.

Jas, Looked again at the datalogs your absolute max boost was 18.8psi - those runs were done at 18psi, not 20psi! Here's a quick vid of your last run the 9.882 @ 146mph + the burnout on the 9.364 run. SAU_Benaraby.mpg

I'm assuming that this is at Queensland Raceway? I should have my GTR back together by then after popping a turbo in the hot laps at Cruisetime