RTz

Funny, I was thinking we have too many members Woldson, If you have a point, please share it... else this one goes to the slammer.

http://forums.hybridz.org/showthread.php?t=126703

A sensible man would look it up in the manual or test the red and black wires with a meter. Should be power and ground, respectively.

The two white wires (on the O2) are the heater... 12v and ground, no polarity. The black wire is the signal.

No need for that. There is a rubber plug in the drum (facing you). Remove it, rotate the hole to the bottom, and you'll find the adjuster gear exposed behind the hole.

Trouble maker.

Looks like all the important people were born this month Have a great one Rick!

No matter... he's before YOU

We have a new Sheriff in town. Bienvenue Grumpy!

There are a number of advantages AND disadvantages. Its not for everyone. Many people have installed cams, exhausts systems, etc, on the L-Jet EFI cars and it becomes a real compromise. Tuning out the flat spots, keeping fuel economy, and so on, becomes a real chore (if not flat out impossible). The most obvious benefit to this strategy is being able to take advantage of your modifications with ZERO down time. As far as the AFM and TPS are concerned, I'm 'ignoring' both of them. A vacuum line to the ECU is all that's necessary for load and acceleration enrichment (replacing both the AFM and TPS). Yes, you'll get better response if you use an actual pot. style TPS, which is why I wired up the 3 existing TPS wires so that you may add one at your leisure. Then its a simple matter of telling the software to use TPS instead of MAP for transients. Currently, the MAP based transient response is about on par with stock. The idea is to provide a means of growing the system to meet your needs or wants over time. Even adding a turbo wouldn't be unreasonable... all the remaining Wolf features are still there to take advantage of, as the individual chooses.

The front story... Yesterday, I fired up my S30, equipped with a V500. I know. I know... its old hat. Well, I did something a little different... I plugged a V500 into a stock EFI harness. No modification's. No endless nights. No explaining to the wife... well, you know. I simply robbed a stock ECU's connector and wired it up to a short V500 harness (about a foot long). Plugged it in, uploaded a configuration & map, and it started on the first attempt. Drove it for about 1/2 hour today. Made a few adjustments and it runs like a top. The back story... For some while now, I've been wanting to offer a 'Plug n Play' Wolf3D system for the L28E. One of the setbacks was V4's inability to read a negative coil trigger. The only workaround was doing some re-wiring, something I wanted to 'avoid at all costs'. I wanted stupid simple. The key is V500's ability to be triggered by the coil, as does the factory ECU. I've been talking with Wolf about producing a proper adapter. Its not etched in stone, but its looking realistically possible. This means an entire 10 minute installation time... and turn the key.

http://wolfems.cart.net.au/details/696081.html

Wolf sells an adapter for such occasions.

The whole car is ~30 years old... guess its 'irrelevant' too.

I'm not sure if you answered this or not... when you unplugged the WT sensor, did the car run the same or different? If it ran the same, there is a problem in that circuit (and quite common).

Thanks guy's!

Fortunately, I came to my senses and realized I was making this harder than need be. New strategy... As round as round gets. Where the aluminum 'cap' begins is where the CF will visually end and the TB flange begins. This will give me a short, perfectly round neck to bond to.

One of the critical elements of the plug is the TB interface. A bonded aluminum flange is the plan (a proper bond will shred the CF before the adhesive fails). Dimensionally, I have some wiggle room in machining the flange to final diameter. But, the plenum needs to be ROUND for the adhesive to work correctly. An easy way to get it close was to remove the backside of a hole-saw, and power by hand... Its not *exact*, but its close enough to finalize during the finishing steps. Blended in the new inlet... About another hour or two of roughing in and it will be time to start the finishing stages.

PM him.

As I understand it there are two variations. The NSX and S2000 have the assist built into the rack, whereas some of the others are built into the column. One of our vendors is offering the latter style... http://forums.hybridz.org/showthread.php?t=130027 P.S. Black text is easier to read

Its commonly done through a dedicated MAP sensor and interpreted through a user definable 2D map to trim the base map. Not ground breaking stuff.

Rough shaping is going well... Note: inlet is intentionally longer than the final piece to aid in vacuum bagging.

After a heap of procrastination, I decided to have a go at a carbon fiber plenum... CF has a number of attractive qualities that make it a nearly ideal candidate for manifold use. Aside from the obvious weight and thermal advantages, it has a nearly unlimited fatigue life. Fatigue resistance is one of my primary motivations as a boosted plenum is subject to significant stress. A well built CF plenum should survive many lifetimes. Add in nearly infinite shaping possibilities and an audible resonance that can't be duplicated by any other material. Of course CF comes with its own drawbacks, mainly cost, manufacturing complexities, and a limited heat range. Anyhow, the first step is to build a plug that mimics the final shape. A mold resembling the 'silhouette' was constructed, filled with 8lb expanding foam, and the plug extracted... Next up, hand shaping...

In the state of Oregon, suit must be filed within two years to avoid statute of limitations.

Have a good one!