darkhalf

Well I got this for my R34 to get the weathered headlights back to shiny but had a prang so ended up getting whole new lights! Dont need this anymore so asking $20 posted for the kit. Unused and only opened for pic SMS: 0403 358 142 or [email protected]

only R32 ECU plugs in but those dont have VCT (would need external RPM triggered solenoid controller for VCT)

Chinese copy Z32 AFMs are an absolute pain. They don't measure anything like the genuine item and will cost more in tuning time than what its worth Nistune Z32 AFM forums link Declan from Garage 7 shows on his website the internal differences of the Z32 AFM copy and changes in mapping here Garage 7 link

Interesting. Best thing to do then is read back the tune before pressing the 'burn' button. I'm in the process of putting checksumming over the ECU code to prevent 'burning' with bad checksums. However is taking some time to implement since the ECU doesnt like being paused for too long (ie calculating the checksum takes time)

Just a follow up. Found out that Pete did the install and was supplied with a 16 bit Z32 ECU We officially only support (and have tested base maps) for the 8 bit models for RB25. Part numbers listed in our documents for 8 bit models should assist with finding correct units We have not used 16 bit models so haven't got experience with these but from what Trent indicated there are issues with these ones as well as a glitch found with VE map RPM tracing (fixed in 0.10.9 software release)

How do you know for sure its data corruption? Did you read back the maps and they were all spiky or did the ECU stop running? These are the indicators that something is corrupt, otherwise there is a different issue. I have to have a chat to Trent about this one Shouldnt cause the issue. If unsure read back the maps which were originally in it and compare what was saved on your laptop after burning the tune The main problem with using a Z32 ECU on an RB25DET is the knock sensors. Z32 ECUs use the doughnut SR20 style knock sensors and RB25DET use the hose type knock sensors. I suspect there is more sensitivity and your ECU is jumping to knock maps We normally recommend disabling knock feedback during tuning for this reason. Also Nistune software will now indicate which maps it is running from at any time. Boards dont lose their tune once a burn is performed as its stored to EEPROM.

Mine did it on the dyno also during tuning. We would keep clearing the code but it comes back once you hit so much boost. Didnt affect AFRs during the tuning. Disconnecting the sensor caused an early fuel cut so needs to be connected

Boost sensor fault can come on over 15 psi. Shouldnt cause richness probs though so I thonk its unrelated. If no fault raised upto 12 psi then sensor prob okay

BNR34 ECUs also have NATS just remembered hence why the CAS lines are probably also swapped over (just a theory)

If plugging in a BNR32 ECU into a BNR34 do we just need to swap over the 1 degree and 60 degree CAS wires to use this particular ECU? Is that all is required in addition to internally modifying the ECU. If so this is good and I just need to update my documentation to suit for people that want to use Nistune on a BNR34 When I meant about Nissan swapping the CAS lines over between models for example S15 ADM and S15 JDM have their CAS wires swapped over on the same two pins. This may be because of having NATS in ADM model

Wrong. Depends on model skyline Earlier ECUs with blue connector plug like ECR33 have an engine only ECU with TX/RX lines going to a separate AT control computer. ECR33 PowerFC probably doesnt have the AT control lines to the AT ECU for ECR33. Not sure I dont work with PowerFCs to confirm this For Stagea and ER34 the AT controller is build into the engine ECU (grey connector plug with extra wires)

Bubba - Just a matter of swapping the CAS signal wires over on the BNR34? Nissan seem to change these over on different ECUs I've found

Interested to know how you went with this Trent. Get asked this a few times but no feedback from those who did do it. The Z32 ECU with AT image just passes though the sensor information to AT ECU but I remember you had an issue with TPS control to the AT ECU. Did you get that sorted?

You have these existing problems but now modify the vehicle further? Fix problems first and then move on before making it worse to diagnose! blitz bov - This is venting to atmosphere and you are probably getting reversion which means air backwards through the AFM causing a rich temporary reading causing the backfire and potential stalling. Put the factory BOV back on and make sure its pointing to the turbo (and away from the AFM) You have an intermittent problem with the TCS/ABS system which the ECU is flagging (and then you clearing) but obviously keeps coming back. More information can be had via a proper Nissan consult II scan tool directly in the TCS/ABS units since ECU consult only reports that something bad has happened. Once you know the proper problem then you will have more information to diagnose further, but nothing we can do on here to help you further until you dig deeper with that one

I'll grab the ECU thanks. PM sent

PM sent regarding ECU

You emailed me this q over the weekend? Not replied yet but only VLT, S13 CA18 and HCR32 currently have knock reporting active Other models dont yet because I have to dig through Nissan/JECS code to find the memory locations where knock is recorded and add extra code to spit it out the consult port. Currently BNR32 and Z32 have identified locations but cant seem to get it working yet So your knock count will be zero. I'm going to hide this gauge to avoid future confusion As for the 'consult guages' not appearing, check under 'windows' menu and cascade them in case its hiding off screen for some reason

Guys it was my bad about the information provided to the workshop mentioned in this thread with regards to compatibility since I mixed up the model numbers. Usually I refer to the Nissan vehicle designation (WC34) rather than trim codes RS4 Series 1 and 260RS cannot be Nistuned but RS4 Series 2 (with RB25DET NEO) can be. Anything which has ECU part number 23710-0V8xx in it can be done with Nistune Type 4 boards. Hope that helps

ER34 GTT RB25DET NEO - ARC Intercooler - TRUST turbo back exhaust - Garett GT3071R 0.63AR - Tomei Poncams 260/260 - Bocsh 040 Fuel pump, 480CC Nismo injectors, Z32 AFM, Nistune Type 4 tuned by Pete from PLMS @ Morpowa 301rwkw @ 17psi on BP 98 octane Matts Nistune car thread

Electrons also travel from the negative

Dont see any problems still running AT image on the board with the manual trans, except you will get AT fault codes. Since AT/MT should have no difference with fuel/timing maps etc (Trent correct me if I'm wrong here) then tuning shouldnt be affected Other tables like injection limits, fuel cut/recovery will be different between AT/MT I would suggest when it comes to MT conversion to get the board reflash the board to a MT image and copy the main maps over from the AT tune

Agreed - tuning costs are also based on time spent. Doing the mapping for a quick power run is obviously going to take less time than carefully going through everything including idle and off boost drivability With regards to cables swapping the customers ECUtalk cable for a PLMS one was reported by the tuner to work perfectly afterwards with no drop outs Last week we put my R34 GTT on the dyno (just got cams fitted... squeezed 301rwkw @ 18psi out of the GT3071R) and was running with a blazt USB cable. We were experiencing several disconnects in the higher rev ranges, so swapped in the PLMS cable and no more dropouts on subsequent runs I just have to point out that most of the cables out there were based on the original serial version PLMS schematic that was made available to the public and then add a FTDI USB converter chip on top. However Pete has spent many hours since on the dyno and using scopes etc to monitor, isolate and filter the noise which is why there is a significant improvement with data stability in the later version USB cables which have come out Whilst most cables will work fine for your normal consult display apps (apart from ROM download) where data integrity is important, there is a requirement for nice clean comms signals from the consult port (this includes good grounding on vehicle also)

Believe the CAS wiring was changed around. I havent worked with the R34 GTR computers first hand but some workshops have run R34 GTR with R32 GTR ECU (to use nistune board) NATS is contained within the ECU itself. It just receives a signal from the IMMU with the key code and determines if a match (or not)

Some notes on the nistune thread. Need more parameters logged to see everything that is happening, and times noted where you are noticiing the timing is running where it shouldn't. may be using warmup timing table

Probably 13 hours is the whole time added up so far which seems excessive Initially they had write issues because of board installation probs causing errors, and after that the invalid license stopped further tuning, and after that problems with the electrical noise slowing the connection. He was trying to tune whilst it kept slowing down/dropping out because we didnt realise it was having noise issues. Trying to diagnose over the phone can be a bitch ... If everything is done properly then there are no probs, but this time around has been multiple points of failure with the setup