Rossobianconero

yess check the timing and just to be safe check that you have oil going into the turbo...

post your map so we can see if we find something odd. if everything is correct it should be just take some time setting up the fuel more than the timing (almost anything from 5-15 degree should do it).

at what boost did you got that power?

even the stock ecu is not up to the task to controlle the 8 injectors, the factory use 2 ecu to controlle the engine one to controlle everything and one just to control one bank of injectors and ignition if I remember correctly. We have one of those engine at the shop and we are trying to make it run with the stock ecu with just a reflash to retard ignition and then use a linkecu to control 8 port injectors to get the lambda that we want with the new twin turbo setup. Is not easy to make the engine run with the stock ecu without all the others ecu of the factory car, but can be done.

it will only be run probably at 50% and then use all the fuel tank and then the car wil rest with 100% pump gas.

Hi, Just like the title say, what do you think about running methanol or ethanol in flexfuel setup with pump gas. Have you try methanol in lets say 50% with pump gas? to compare to E50? which one you prefer and why? I have run ethanol in flexfuel but never methanol, I have run 100% methanol but only in drag cars... Let me know what do you think.

+5

I think that the way you say can be done, but I will like to try the other way. 3500rpm will be nice as RPM lockout.

I think this may be very simple to apply in future updates of the software. The idle ignition control allowe to control idle until 2550 rpm, what is usually enough but in some touring car engines the idle sit just in that range, which make it difficult to control idle easier (we don't run IAC on this engines). If you can make that limit even higher would be great. Regards

An V5 at 5Volts, it mean that the analogue voltage number 5 has high voltage, cause you have problems with that sensor or something else is wrong. What do you have connected there?

You cant do this with the k20a engines, the trigger on each cam is different... I think I will make the loom long enough to be available to run both sensors.

Are you sure Simon? cause I pretty sure I ask on the chat the other day and they say I should use exhaust cam. Looking at the help window that say left hand cam I would believe is the intake one... can you confirm this?

I check your trigger setup and there are not the ones that you find in the SR20DET (nissan optical), If you have the stock nissan sr20det triggers on your engine you will have to start configurating those first, is easy just check in the help windows and follow the instructions.

Good choice, I have use AEM EMS4 (a lot of time disconnect from the laptop I dont know why, it happend to us with a lot of different EMS4 and laptop combinations) and others brand like that and the storm or the xtreme are by far better ecus and "biggers", more inputs output, etc, a more fair comparision would be against the monsoon or the atom. I have play a lot with the boost control on the g4+ range and I will have to say that you dont really (or you can have good result without the traction control) need the traction control to have good power output control on the track. If it is a 1/4 mile car you just need boost by gear to have a good result, on trackcars I like to use the WGDC map with RPM/TPS, so you have the control on the right foot.

I Will love to give it a try but you can't on the storm G4+, bummer...

On race car I dont run any GP limit, just warnings for the driver is his call to lift if something goes wrong cause you dont want the engine to limit to 2000rpm on the final straight of a 3 hour race case the oil temp is high or the mixture went lean, is his call (at least in serious racing). But any guy on the street or a track day would be more than happy to safe the engine even if they lost there flying lap or the rolling race on the highway. A Dash is the way to go from this, is more expensive and probably something can be done for the next ecu to make this a little easy.

Great to know man... happened to us on a race weekend when I wasnt with the team, it wasnt funny but we sort it out on time.

That test will rule out that everything (igniter, coil, etc is correct) but I remember that one time something like this happen to us with a race engine, it fire in a odd way, but when we take the spark plugs out (engine running with less resistance) the spark was OK and as it should but we put the spark plugs on and the engine didnt start. It was cause for a faulty started, that consume too much energy and the engine simple didnt turn fast enought for the triggers to work properly, this was on a motec that run that engine for years without problems. You can make this test to... on that engine I remember that we test every ignition output with the test mode on the ECU and they where OK.

dont forget to follow the instructions to configured that sensor on the software, is very easy to do but it have to be done or the engine wont start: The Nissan 360 Opto Trigger Mode is designed for use with Nissan optical Crank Angle Sensors (CAS) that have 360 evenly spaced slots and 4,6 or 8 different width slots. Digital trigger decoding uses all of the 360 slots to achieve precise engine position calculation. Of the 4, 6 or 8 slots, one will be wider than the others. This Widest Slot is used by the ECU to determine the engines position in the firing order. As the width of this slot varies depending on the exact CAS used, an automated setup procedure has been provided. Note: THE ENGINE WILL NOT START when Test ECCS Sync is turned ON. Setup Procedure: Setup ECCS Trigger Decoding as follows (Read the entire process and ensure you understand before starting): 1.Ensure the 360 slot signal is wired to the ECUs Trig 1 input.2.Ensure the 4,6 or 8 slot signal is wired to the ECUs Trig 2 input.3.Switch the key on, do not start the engine.4.Connect to the ECU using PCLink.5.Ensure all Configuration options are correct.6.Under the Fuel heading, select Fuel Setup. Set Injection Mode to OFF. This will prevent the engine from starting.7.Under the Triggers heading, select Trigger Setup.8.Select Nissan 360 Opto as the Trigger Mode. Note that this will initialise all trigger inputs to default values. The default values are as follows:·Trigger 1:·Trigger 1 Type = Optical/Hall·Trigger 1 Pull up = ON·Trigger 1 Filtering = Level 1·Trigger 2:·Trigger 2 Type = Optical/Hall·Trigger 2 Pull up = ON·Trigger 2 Filtering = Level 19.Select the resolution mode. Select Low Res Mode = ON for engines with aggressive cam shaft profiles or lightweight flywheels. This will provide improved timing stability on engines that have large variations in CAS rotation speed per revolution.10.Set Test ECCS Sync to ON. This will put the ECU into a special mode where it will automatically calculate the position of the widest slot. Note that in this mode the ECU will disable both fuel and ignition. Enabling this function will also initialise the ECCS Widest Slot value to 0.11.Open the Triggers/Limits tab of the Runtime Values window (F12 key).12.Crank the engine. This will start the widest slot calculation procedure. This procedure will take about 4 seconds. If the procedure executes correctly, the following should be observed:·The Trig 2 Signal run time value will display YES first, indicating the ECU detects a correct 4, 6 or 8 slot trigger signal. If this value displays as NO during cranking, check sensor output and wiring.·Trig 1 Signal runtime value will then display YES, indicating the ECU detects a correct 360 slot trigger signal. If this value displays as NO during cranking, check sensor output and wiring.·Finally the ECCS Sync runtime value will display YES when the process has finished.·ECCS Widest Slot will change from zero to a value indicating the width of the slot (typically between 5 and 25).13.If after 10 seconds of cranking the ECCS Widest Slot value is still zero, an error has occurred. Recheck all trigger wiring and test the CAS output. If this is OK, repeat the entire procedure.14.If the process completed successfully, switch Test ECCS Sync to OFF.15.Remembering that the Injection Mode is still set to OFF, crank the engine and check that a stable engine speed (RPM) is obtained and the value is consistent with a typical cranking speed.16.Set Injection Mode back to the desired option.17.If all is OK, perform a store to permanently save all settings to the ECU.18.Set the base timing before attempting to start the engine (DO NOT JUST TRY STARTING THE ENGINE!). I just copy paste the info that you can find on the help section of the software, is really usefull you should try it you will probably learn about a lot of stuff searching for your answers.

I can't see the pictures, how much boost are you running? (nice head) Felipe

Hi, exhaust avcs? is a EJ257 or I'm missing something... I remember the EJ207 with intake AVCS and just in the EJ257 they put AVCS to the exhaust aswell.

Scott is right about the effect of the cylinder pressure on the ignition system, you could be running 1 bar of boost without problems, and then turn the boost up and you start having misfire on the engine at the same RPM that you were fine before (but at less boost). So the cylinder pressure is a big factor in the ignition system.