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Miguel Silva

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Miguel Silva last won the day on December 31 2016

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  1. Again thanks for all your help. Any suggestions for the mounting place for the sensor bracket? Like the stock timing ruler!? Any good? Interference?
  2. Comparing this images: 650HP NISTUNE 300ZX (red) from a friend 370HP 300ZX (blue) My car 310HP RX7 FD (Green) My car The first image no smoothing both Nissans RPM ROC is completely crazy making the chart useless, the RX7 is pretty stable, the second image has smoothing but how reliable is it if the data is crap!
  3. Steve Jakobsen, did you get a kit with mounting bracket, trigger wheel and sensor on your Ross Performance or did you have to fish around? are there option for 60 teeth wheels? Even with the replacement of the CAS to the AEM one, is it advisable to get one of this? http://www.jimwolftechnology.com/customer_part_detail.asp?PartID=500 And stock timing belt or the reinforced one? https://conceptzperformance.com/gates-racing-super-strong-kevlar-blue-timing-belt-vg30de-vg30dett-nissan-300zx-z32-t251rb_p_1006.php
  4. How bad can it be? If most of the top ones use the stock ecu and I think you can't configure other trigger encoders on Nistune and/or chips. http://www.dragtimes.com/Nissan--300ZX-Dyno-Sheets.html
  5. So it isn't misfiring! it's fluctuating ignition timing allot giving the sense of misfire? Part of the AEM trigger wheel can be used for the "Cam Pulse 1x" sync signal correct?!
  6. I also use the ROC to make some calculation of power. So where do we go from here? I have a AEM disk on a CAS all assembled, is this an option?
  7. The RPM needle bounce is perceptible with no filter New logs no RPM filter (1) https://drive.google.com/drive/folders/1vhJn_KUE4wvgWkxZwfjvVNPyYr5Da6ZB?usp=sharing Log wise so 2 logs one at 1Bar and the other at 0.7Bar both with RPM filter of (1), the RPM scatter is more pronounced on the 1Bar. As I didn't have any other way to convey the misfires or the power dips that I feell, so I decided to calibrate the G sensors on the thunder, and if you look at the logs and find the "longitudinal X acceleration" you can see that the 0.7Bar as a big acceleration rate till max boost 3300 RPM, levels until 5000 RPM, and +- progressive deceleration up to the 7000 RPM, and the 1Bar has a deep that starts at 5000 RPM goes all bouncy until 6700 RPM and it stabilizes after that to red line. The R8 NGK coils I'm using have 4 wires, one of them is "unused" and I've tried two options with the same results (not grounded and grounded) one third option I used was to connect it to the oscilloscope and see if it generated a confirmation of firing/ignition signal and it doesn't carries any apparent signal. (so what is it for?)
  8. The sample from the PicoAuto SNAP WOT goes up to 37psi on the exhaust stroke at 4800 RPM.
  9. The transducer is a 0.5 - 4.5v (0-300psi) so all the negative pressure values should be taken with a grain of salt, the MAP sensor reads -13.1psi(-90kp) and the transducer bottoms at -5.6psi.
  10. No I've got one of this. https://www.z1motorsports.com/z1-products/z1-motorsports/z1-25-bolt-stainless-steel-downpipes-p-2958.html Yes this was just stupid of me, writing without reasoning a bit!
  11. Hi Steve, Finally got to test without the mid pies, same problem misfiring at higher boost (the noise is infernal). Have the new logs with SNAP WOT and IDLE this time with a PICO. https://drive.google.com/drive/folders/1Oae9_GA7fIYRQIhR_l-fWyz33DEFxxdo?usp=sharing At 7000 RPMs the 500hz transducer con only give us +-8 samples per 720º cycle but I think its enough to see the trend. Looking at this numbers (54psi max at exhaust stroke) testing in cylinder back pressure is probably not equivalent to testing just the exhaust back pressure, either that or these number are completely wrong. This was tested on the nº 3 cylinder and I've also noticed a drift between the cylinder nº 3 timing mark and the pressure curve as RPMs go up, noticeable only from 1400 RPM to the top it's probably just the 10º from the VTC but the lack of frequency resolution of the transducer may be the culprit 7000 RPM - 84º resolution, 3500RPM - 42º resolution and 850 RPM - 10º resolution. Happy Christmas.
  12. I think the sensor sample rate isn't 1000 hz (as advertised, chinese material) but more 500 hz(the steps are 2 ms apart), and nothing compared to the 10000 hz 0.1 ms of the wps500x. The device is not all that bad but the software is just terrible can't do custom probes no unit on the rulers doesn't read back files, just terrible. The Hantek was free a friend as lent me. One more thing about the signal on the back pressure test CH1, it's noisy lots of spikes, the power and ground all come from the ECU as I'm using the fuel pressure sensor wires, is this normal or ok. The Hantek reading from a 2v square wave generator has a pretty clean signal, however the 2 channels read different voltages. https://drive.google.com/open?id=1K4EwWv19b8PXJuX9zMh84pELwuddxZ3I This link is just from CAM and the the transducer connected, ignition on, car not running. CH1(pressure transducer) has 345 mv peak to peak and CH2(CAM sync) has 314 mv peak to peak, is this acceptable? for the transducer that's +25psi variance peak to peak, even subtracting the mean it gives a +10psi variance. https://drive.google.com/open?id=12Ocbo5wu19HjXF-1OjwWiQ2bba1EyPbB Yes, I'm ordering one soon, I played around with the software the pas days and there is no comparison. No I didn't know if it could do any damage due to the imbalance, but can do it again, just free revving 4000 RPM? no load? Even with turbos is it the same? Or can it increase just a little bit on low RPM? I don't think so, first taped along the pipes for tinkling sounds and nothing, not satisfied i removed them, inspected visually and banged them on the floor vertically and noting came out. I have an idea of what killed the cats, experiment with 2 step and ignition retard on decel to make pop and bangs whenever lift of the throttle. :-) 8-) I'll have it a go.
  13. Hi Steve, So I've done the back pressure test and I get a max of 1.98psi/137mbar on both sides with a slight difference on the curve shape (images - "Back pressure test right bank Cyl 3 Chart" and "Back pressure test Left bank Cyl 2 chart") it doesn't look as severe as the 9psi/618mbar from the example you provided. (the hantek software is truly bad, practically useless for reviewing files) Never the less I took the liberty to inspect the catalytic converters, and to my surprise the one on the left side had already went out of the exhaust completely, and the back pressure test it reported slightly longer duration of 1.98psi/137mbar for the exhaust stroke (image - "20181127_102711 Left"), the one on the right was cracked (image - "20181127_102140 right")and I removed it, so no cats for now it's just hollow tubes. Tested it again and the same problem, at 1 Bar of boost it starts to misfire from +-5000 RPM to 6700 RPM and then it clears up to the RPM limit, at 1.1 Bar it starts to misfire from +-4600 RPM to the end but more frequently, at 1.2 Bar it starts to misfire from +-4600 RPM and it goes into over boost at 6800 RPM ("Log 2018-11-28 11;48;09 am") even with the LINK trying to manage it. I've also done a test maxing out the dwell time for each RPM above 6000RPM (6.5 ms@60000 RPM, 5.4 ms@70000 RPM, 4.5 ms@80000 RPM) 40% duty cycle - 1.5 ms spark duration. Conclusion no difference! I've also did a test advancing the ignition for 1.0 Bar region 3.5º, 1.1 Bar region 4.0º an 1.2 Bar region 3.0º as I knew this area had conservative timing and wold not knock. Conclusion no difference! (slight increase in power) (image - Ignition test difference in power). I've also did a test with the same ignition advance as above and leaning the mixture from 0.77λ to 0.84λ. Conclusion no difference! I've also done a compression test with the same transducer (so as to put all on the same slate) but used link software and the fuel pressure input at 100hz (you can use the link software an the fuel pressure input to look at the data). The values aren't the same as I've written before. I've done Cyl 2 without oil (126 psi/8.7 Bar) and with oil (188 psi/13 Bar). Compression test: https://drive.google.com/open?id=11aiwFhxp8-ND_Tmy0QtCuArjS_XiUOqS Back pressure test: https://drive.google.com/open?id=1gWvHz00Aqd7EnKjE1sQ3Fpjrw-_Rit8q Software Dyno tests: https://drive.google.com/open?id=1ju8OJ6A8NdshonSgN5HQFN_YhEAo4fx6
  14. Mine is a "Gage Pressure Transducer" not a "Absolute Pressure Transducer" but to test back pressure I think it's ok. What kind of back pressure should be expected at 250/260 RPMs? I also have a 4bar/60psi transducer if more low resolution is needed? But it will max out on compression.
  15. Yes, I see that now, to save the .rfc it has to save individual channels, and I saved both channels at the same time and the only options it gives is .txt, .xls, .doc or images. I didn't know it wouldn't reopen them on the software, I'l do it again the correct way. I have a 20bar/300psi 1000hz transducer I'll wire it up to do the tests you propose.
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