Jump to content
SAU Community

Recommended Posts

Looking for instuctions for the hks evc 3 and wondering if anybody knows where to download them in english. There has to be a place to get them, pretty much just want to know what the little switch on the back is saying sw or po? also what u attach the boost scrambeller too???

any help would be appreciated.

:(

Link to comment
https://www.sau.com.au/forums/topic/127590-hks-evc-3-instuctions/
Share on other sites

its on my site, check out my signature. sw and po are internal gate and external gate selector. scrambler switch is for temp higher boost mode, ie: run 10psi always and scramble to 12psi for 30 seconds when pressed

  • 5 months later...

with these pictures, do u have to do anything to the stock solenoid/lines like block the stock pipes off/take off connector to stock solenoid?.

or is that all u have to do to run the boost controller? im assuming these vaccums will replace the stock ones?.

thanks

guyss anyone know?. want to put this in tonight!!

jus need to know what happens to the vaccums from the stock solenoid (which im prettys ure will be replaced by new hks soleniod)

but more importantly do i have to do anything on the turbo side? as i was inspecting my mates r33 gtr and i saw nothing modified on the turbo/actuator side.

guyss anyone know?. want to put this in tonight!!

jus need to know what happens to the vaccums from the stock solenoid (which im prettys ure will be replaced by new hks soleniod)

but more importantly do i have to do anything on the turbo side? as i was inspecting my mates r33 gtr and i saw nothing modified on the turbo/actuator side.

Here is the evc2 ( in australia, people say it evc3) installation. http://mkiv.supras.org.nz/articles/hksevc.htm

hope can help u

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


  • Latest Posts

    • Um. No. Since Matt introduced the TIM it has become a lot easier to deal with the consequences of changing K for AFM and injector swaps. Then, tuning is a f**king doddle. No-one needs to know or care how many grams of air are flowing or any other bullshit. Need more fuel in a cell? Add more fuel. Need more timing in a cell. Add more timing. Need to adjust any of the other tables for warm up and so on? No harder than anything else. Sure - it's not an ECU system for starting from scratch on an arbitrary engine. But then.....it was never supposed to be, not recommended for, and almost never used that way. So.... On your engine, in particular, Nistune/Nissan OEM is about as sophisticated and difficult as banging 2 rocks together. Those ECUs are primitive and simple. There is nothing difficult there. I learnt Nistune from scratch, created new maps with extended axes, interpolated/extrapolated the original maps onto them and tuned my RB20 (basically the same ECU as your 26 ECU) all by myself, more than 20 years ago. And that was long before even TIM.
    • Set of knee pads for a R34. Will fit every model I think. Comes with everything except the rubber covers for the bolt holes. Still in great condition. You will need to drill holes to mount these or use double sided tape. I can do free shipping and will be shipping from the Netherlands with tracking.
    • Nistune needs something like an entire excel spreadsheet in which you build an abstraction layer that converts everything from real units you can actually measure into all of the various tables. The number of unexpected dependencies hiding in how the Nissan ECUs do math is a pretty impressive optimization trick for 8-bit MCUs but good god is it awful to actually work with in practice. 
×
×
  • Create New...