captainflatspot

Sorry it's taken me a minute to respond. Spent quite a bit of time on the oiling system, but really need to revise the catch can & rocker baffles. Maybe one year when the budget permits we could go down the dry sump route for now it currently has: - 1x Blocked head fed & 1x restricted head feed. - Rear head drain to sump. - JX Engineering winged & baffled sump - Nitto Crank collar - N1 Oil pump with Reimax gears. - Running a 15w60 oil Since going over the tune/log file its lead to some complex thought regarding how much oil is trapped up in the head. If I run the car on the full oil mark, it'll try and spit 1.5ltrs of oil out into the catch can. I think the main issue with the setup is the catch can is vented to the atmosphere, each rocker cover has an individual line to the catch can. Essentially it's not getting any vacuum to try help the oil drain back to the sump. Not to Mention the PVC valve is removed as well. Plan is to link the exh & int rocker together via a T Fitting and run a line from there straight to the catch can. Then another line from the catch can to the turbos inlet. Plumb the pcv valve back into the intake as well. Essentially put the engine back to how it's supposed to be in it's stock form, nissan clearly some what figured it out so why try reinvent the wheel. I've ordered prp rocker cover baffles & hardware as well. If I can keep that 1.5ltrs in the sump the oil starvation issues will be gone.

Thankyou Adam you have made my day and put an end to a long term issue. From your screenshot and response alone has somewhat taught me how to comprehend a log and how to manipulate the data. The GP RPM Limit1 needs some extensive alteration for it to accurately reflect what the oil pressure should actually be. The car has all it possibly can in terms of oil pump & oil drain/head restriction, so at this point given it has a fresh bottom end it is what it is. The intention in the new year is to add a few more sensors to it. Lamba, Oil Temp, Fuel pressure, possibly a dash as well. I think I'll replace the lift pump & high pressure pump anyway and do the wiring just as a precaution. Once again thankyou for your help it means a lot.

Hi Kenny, thx for your reply. Just uploaded the tune file.

Hey Guys, I've been trying to diagnose a significant fuel cut under heavy load for 3 drift days now, and am finally at my point after failing miserably last weekend at summer bash that I need to try reach out for help. I do apologize for boring anyone to death if they decide to read this post. I've pulled a 10minute log from the ecu and trawled through it to the best of my ability. From what I can see is the tps is all over the place. My foot couldn't even emulate how quick the massive fluctuations are on the tps. At some points I can see I'm on the limiter and can see really low tps %. The run starts at 7:40 and ends at 11. Hopefully someone with a lot more know how with these logs can possibly tell me if the tps is one of the reasons why the cars dropping it's power that'd be a massive help. Otherwise I've outlined below what's been gone over in the fuel system to try eliminate a mechanical issue and or try put blame on the fuel system instead of the tps. ........................................................................................................................................................................................................................... the easiest way I can describe what it's doing is as follows. I'll initiate and get into full boost and be able to hold the car on power while on the turn. Upon transition and firing off into the next corner the car will stutter like it's run out of fuel, if I mash my foot to the floor it won't pull through the stutter. In one case it was so bad even with my foot on the clutch and fully on the throttle the car wouldn't even rev up. Once I fully come off the throttle and back on I'll be able to accelerate again (Within a second) This issue has been getting worse and worse with each track day. (every time you transition it's like the high pressure fuel pump is turning on and off) Fuel setup is bosch 1000cc inj, turbosmart fpr1200, aem 400LPH submerged in a Aeroflow 2.4L surge tank, walbro 335 lph low pressure lift pump in tank. The high pressure pump uses it's own power source / relay. The intank lift pump runs on the stock s15 wiring. Something I did repair before this event was the intank fuel pump wires heat shrink had slid down the wires, allowing those wires to potentially touch each other as they were solder joined. (no blown fuses presented or wiring damage) Bench tested the fuel pump to be sure and the flow seemed good, so repaired the wiring thinking I'd solved my issue. "not the case, in fact much much worse on the day" Trying to include all details here so I can be singled out in the blame as well, so this is the bit where a finger can be pointed at a mechanical issue. I had recently dropped it off to the tuner to run it up again for the 3rd time trying to diagnose the issue, all 3 times there was no issues found on the dyno. All mixtures seemed perfectly fine. I noticed after the last dyno session the bung had fallen out of the fpr gauge and all of it's liquid had come out, admittedly i'd refilled it's fluid some years ago as the very same bung had popped out before. This time I replaced the gauge and fired the car up to find the fuel pressure to be at 26psi (vac plugged in). I could of sworn it should of been around 38psi with the vac on. so I was thinking maybe the fuel pressure was turned down by the tuner as the old gauge had no fluid maybe it was stuck reading high. After attempting to drive the car on the weekend the fuel pressure gauge was now showing 18psi !! With me about to give up for the day I decided to try turning it up. It turned up to 42 psi with the vac unplugged and settled to 38psi when plugged in. Took it for a drive up the road and leaned on it holding the handbrake and foot brake and saw it did rise at 1.1 hitting a peak of 62 psi (22psi of boost), it held and didn't appear to drop off. So pushing my luck I jumped back on the track just to test one corner to see what it would do (same thing so ended the day way to early). I know all of what I've said above presents like it's clearly a fuel pump issue, but to drain a 2.4L surge tank in 1 turn is pretty much impossible. The surge tank pump relay is triggered by the ecu, so should have uninterrupted power supply. All wires going to that pump had been thoroughly inspected and appear ok. Where I'm at with it now is essentially replace both pumps & completely redo the wiring to both pumps. (get the injectors tested) Removing the stock plug socket from the fuel pump cradle & put some bulk heads in so I know the fuel system can't possibly be the issue heavy miss.llg S15 RB25 tune file.pclr