Dave Kriedeman

Hi Marcel, do you have any filters inline after the one that was blocked. I see you stated that you cleaned all of your filters. If there are no filters after the one that was blocked, is there a possibility that some material has entered the new injectors and blocked the filter baskets. Have you done a fuel pump flow test. Do your sparkplugs indicate that the engine is definitely lean ? Looking at your PCL file, you have your master fuel at 20 MS, with an extra trim of 5%. What is your static fuel pressure ? With such large injectors and a load value of 40 at idle on a small displacement engine, one would imagine that your AFR would be very rich. However if the sparkplugs are fouled or wet the AFR can read lean due to higher amounts of unburnt oxygen in the exhaust. How is the compression on the engine, a damaged or worn apex seal can cause lean mixture readings also. I am just throwing you a few extra thoughts here, diagnosing issues such as you have are very complex without the vehicle in front of you for testing. You may have done these tests and checks already, but I have not read anything indicating you have, so I thought I would mention them. Regards Dave.

Sweet, well done. What fuel are you running. Regards Dave

Hi , Cool little display. How much are you selling these for. Regards Dave.

Hi Kim, Yes the VVT Cam Angle Test must be set to OFF. The VVT Cam Angle Test must only be turned ON when doing the trigger test count for VVT. With VVT Cam Angle Test turned ON the VVT will not function. Sorry I have been very busy and haven't had a chance to look at your file any closer as yet. I will try over the weekend, but have lots of dyno work to get through. Regards Dave.

Hi Kim, when you make a change you must store (SAVE) it to the ECU using F4 key. F2 only SAVES the changes to the PCL FILE. Are you testing the VVT control at an engine speed greater than your 1500 rpm lockout value. In your PCL file that you have saved it shows the VVT is inactive due to RPM LOCKOUT. It also shows that you have the CAM TEST RUNNING, (SET TO ON) Under the VVT Setup page you must set CAM ANGLE TEST to OFF, when testing is done for the VVT to function. Regards Dave.

Hi Kim, can you post your PCL file so I can we can check your settings please. Regards Dave.

Hi Grant, I agree. I had a Skyline with a V500, then he upgraded to V550. Eventually he let me fit a V44 PNP and tune it. He didn't have to say much, his smile told me everything I needed to know.

SIMON (ViPEC), When you get some time can you please run this up on your simulator (emulator). The CLOSE function is the tricky part here, having it setup correctly as to not keep it activating below the desired OPEN function. Unless there is another way of controlling this type of function, which I am sure if there is you will work it out. Regards Dave.

Hi Marcel, How many auxillary outputs have got free on your V88 and which ones are they. What MAP value do you wish the valve to open. What MAP value do you wish the valve to close. EG: The following MAP, RPM and TPS values I have used are just random Using 2 x 4 pin relays AUX O/P 1 goes to coil negative on the OPEN relay AUX O/P 1 is setup with SWITCH LOGIC 1 and 2 and 3, to switch ON at MAP greater than 150 KpA and RPM greater than 6000 rpm and TPS greater than 90% Setup TIMER 1, ACTIVATION =AUX O/P 1 MAX TIME = 5 seconds POLARITY = RESET WHEN OFF AUX O/P 2 goes to coil negative on CLOSE relay Setting up the SWITCH LOGIC for the CLOSE RELAY is the tricky part,which may require a VIRTUAL AUX also. AUX O/P 2 is setup with SWITCH LOGIC 1 and 2 and 3, to switch ON at MAP less than 110 KpA and RPM LESS than 5000 rpm and VIRTUAL AUX 1. VIRTUAL AUX 1 is setup as a GP OUTPUT SWITCH LOGIC =1 and 2 and 3 Switch condition 1 = RPM greater than your idle speed. Switch condition 2 = MAP less than 110 KpA Switch condition 3 = TPS less than 2% I would try different combinations of SWITCH LOGIC for AUX 2 CLOSE RELAY to suit your application. You may find a combination of 1 and 2 and 3, 1 or 2 and 3 work best for you Setup TIMER 2 ACTIVATION = AUX O/P 2 MAX TIME = 5 seconds POLARITY = RESET WHEN OFF. Sorry, I don't have a test ECU and test bench available to configure this correctly for you. Give this a try and let me know how you go.

Hi , does your dash have any form of data template to setup, does the dash need to be programmed to see different data strings. The terminator block you are referring to sounds like a CAN to SERIAL convertor, normally have 6 wires ( 2x RS 232, 1x CAN Hi,1 x CAN Lo, 1 x 12 v +ve, 1 x 12 v -ve) Are your CAN Hi and CAN Lo wires twisted pair. Have you considered terminating the ECU to the dash in RS 232 format to see if it works without the interface. I have done a lot of ViPEC to MoTeC dash setups using CAN and RS 232 (PRE 10 000 units) and it works spot on, however I have never tried a Race Technologies unit.

Hi Ronni, Simon is correct about the signal, I didn't even think about that. The following may help however, Go to www.dakotadigital.com Search for their SGI-5 REV C unit, this may be what you need. Regards Dave.

The VSS normally has 2 connection, 1 = Earth, Ground. 2 = VSS Signal back to ECCS pin 53. Looking at the R33 schematic, it appears that it is a simplified diagram. The VSS signal input shows as going to the cluster and then a signal from the cluster to ECCS pin 53. The second connection of the VSS to the cluster will be referencing to an earth connection. Not 100% sure, but if it was me I would find the VSS input at the cluster and connect your aux. O/P to that, 1 connection. I checked all of my Nissan Workshop Manual schematics etc and found there is no information regarding the circuit operation. If you look at the R32 GTR VSS schematics it just shows the VSS with 1 connection to ground and the second connection to ECCS pin 53.

Hi FPSeth, Base Map sent. Regards Dave.

Marcel, What wideband are you using, does the display match what your ecu is seeing. How is the 02 sensor, could of it been contaminated somehow, oil etc.

Hi Marcel, does your new GTX have the same A/R compressor and exhaust housings. Are the compressor and exhaust compressor wheels the same trim as your GTR. The GTX range have normally got better flow charactoristics to the GTR"s. Better, easier spool up etc. How lean is it ????

Are you reffering to your crank trigger VR signal

Hi, I haven't used XP with VTS before, I have always run Windows 7 32 bit. Try locating your VTS folder on your laptop. It will be located where ever you have installed and saved the program to. When you find the folder, Double click on it to open the folder. Double click on the VTS folder that contains the 4.9.8 software. Within this folder will be the USB DRIVERS for installing. There will be 2 USB DRIVER installation APPLICATIONS. Try installing the x86 drivers and retest your connection to the ECU. Make sure you recheck what COM PORT your laptop loads the USB cable up as after installing the drivers. Let me know how you go. Regards Dave.

Are you running Windows 7 64 BIT ?

Hi MRRPM, a couple of things for you to try. Firstly, open the VTS 4.9.8 software on your laptop. Go to the OPTIONS tab, select connection, Set AUTOMATIC connection to MANUAL. Select SERIAL PORT to match what COM PORT your USB is connected to in device manager. Set BAUD RATE to AUTO. Try to reconnect to your ECU. If your laptop doesn't connect, check the following. In VTS software go to the HELP TAB. Go to ECU INFORMATION TAB, Have a look at what version FIRMWARE it says. Does it say 4.9.8 or the previous version you were running. Go to ECU CONTROLS, select UPDATE FIRMWARE. In the window it will give you the option to update to 4.9.8 if not already installed or DOWNGRADE to your previous version, if 4.9.8 is installed or partially installed. Try to install 4.9.8 again. When you are prompted to cycle the ignition switch, leave the ignition switch on and physically disconnect the ECU LOOM connector plug. With the ECU LOOM connector plug disconnected, turn the ignition switch off. Reconnect the ECU LOOM plug and then turn the ignition switch back on. See if the firmware update finishes and all is OK. Report back your findings. Also are you running WINDOWS 7 64 BIT. Regards Dave.

Hi, where have you connected your inductive pickup for the timing light. I don't use the TIMING LOOP in the RB loom. I always remove No.1 coil and fit a HT lead from the coil to the sparkplug to check the timing correctly on RB engines. I have been caught out before using the timing loop. Regards Dave

Hi, I had a weird issue with a GTSt that I fitted a V44 PNP to awhile ago. However my issue was the ECCS relay staying on when the ignition was turned off, leaving the ECU live. The vehicle was fitted with a security system and turbo timer and the installation was a mess. turned out to be the way they had installed the security system and turbo timer was back feeding the ECCS relay. The wiring was a mess, I fitted another relay to bypass the problem. The customer wanted a cheaper solution, rather than rewire the security and turbo timer. Are there any accessories fitted to the car. Regards Dave.

Hi, have you tried using the Interpolate and Extrapolate functions. Regards Dave.

CLICK ON THE IMAGE TO WATCH THE VIDEO. Hi all, this is a short video of a V88 install i have just setup for a customer. The engine is a highly modified Evinrude 225 2 stroke V6, radical porting, MAD EFI 12 throttle blade intake system, 13:1 compression. The engine is running full sequential fuel and spark. Marine V88, Twin M&W PRO 16 CDI units, VIPEC EGT with 6 pyros, Dual Knock sensors,Motec CDL3 dash, GPS etc. I still have to tune this engine. Regards Dave.

Hi, Nice neat install. Just curious about your Air Temp Sensor and Coolant temp sensor locations. The IAT sensor looks as though it is in the coolant passage and the ECT sensor appears to be in Number 1 inlet runner. I am unfamiliar with this engine and it's manifold design, so i thought i would just mention it. Regards Dave.

Hi Thom, are you doing a save to ECU, F4 , after doing your TPS calibration. Regards Dave.