RTz

Nice work! What voltage are you supplying the ignitors with? It would be nice to see similar testing with low voltages, say around 10v, to simulate starting conditions.

It should lean 12.5 degrees... judging by your picture, I'd say you've got it.

The only system that I've ever used that was easier to tune than Wolf is SDS. Wolf is very intuitive. Drivability is also top-shelf... The belching and bucking stories I've seen and heard about some systems isn't 'included' with Wolf The short answer is no, not exactly. Wolf systems have been very trouble free overall. This limits most of the tech support to configuration and understanding how the system works. Most of the time, the complexity of the system revolves around the configuration process. Since Wolf can interface with almost any sensor, trigger, ignition, etc, the number of choices in the config. menu can be a little daunting to the first time user. If you buy a Plug N Play, the config. will already be done. If you buy a universal fit, your dealer should help you with, or provide you with, the correct configuration. Wolf relies heavily on their dealers to provide the necessary support. You should feel free to contact him/her with your tech questions. I don't have every answer. No one does. If I can't answer a question, I have my own 'support group', be it Wolf themselves, other dealers, etc. Additionally any Wolf customer can contact Wolf directly via email or phone. Of course, If enough of you buy systems, maybe *I'll* start a support forum

Somehow, beyond my recollection, I bumped into Ross Corrigan many years ago when HybridZ was still young. He introduced me to HZ. Shortly after, again forgetting the details, Pete Paraska 'poked' me... resistance eventually became futility.

I have read many spec. sheets and brochures, including the one you linked. What I was looking for is what tickles YOU. What floats YOUR boat is the goal, regardless of what's important to Careless, Braap, myself... or a brochure. Wolf *is* "Plug N Play" for various engines, including the RB. V500 recently superseded V4 and the maps are somewhat lagging. Although, I'm expecting Wolf to be caught up in a few weeks... the transition into a vastly new product almost always incur's some teething.

In your opinion, what are its stand-out features? Is it a flat boost controller or does it allow boost trims based on RPM, vehicle speed, air temp, water temp, throttle position, various auxiliary inputs, valet mode, others? Does it allow a potentiometer, switch (or switches) to be used to adjust boost on the fly? Overboost protection? If you don't know the answers to these types of questions, you're not done 'shopping'

We expect a full report

My wife was issued a warning for it... does that count

I would agree with Jon on this. Depending on the cars intended purpose, dropping the battery might be the 'right' solution. I've done this a couple of times myself...

Mid to late '80's Vette's ran an O2 on one bank only. I suspect most, if not all, V6/V8 GM's in that time period did (I can also vouch for 2.8L V6 Celebrities in that period). Later, with the release of the LT1, GM ran one on EACH bank... BUT, the ECM had the power to individually trim on a bank-to-bank basis.

Great advice Tony. Thanks

A bit more progress... . . . . . .

The carbon canister was relocated to inner right front fender well. To my knowledge, 280zx's never came with a smog pump. Cruise control was deleted. Affirmative. One MEEEEEELLLLIIIIIOON Dollars! But seriously, I wouldn't be at liberty to say even if I did know the answer.

First, some respectable people are trying to help you and you are talking 'at' them. Chill, my friend. Second, I'd like to see the log's that show the fuel pressure dropping?

I general, I don't sympathize with the current 'bigger is better' craze. However, when properly engineered, there may in fact be some advantages... Fueling the fire.... Courtesy Mike Kokima, "Honda/Acura engine performance" Courtesy Mike Kokima, "Honda/Acura engine performance" These monstrous B&K TB's are mounted to a 2.1 liter Honda that does 10.95's at 125mph... all motor. 260HP@9000rpm to the wheel's, 166 ft'lbs at 7200. Mike Kojima... "Although they are too big for this engine when calculated, their placement helps ensure equal air distribution through the manifold and helps keep the plenum non-resonant".

Racetronix lists pretty competitive prices on injectors. I was thinking about giving them a whirl. Anybody have any experience with this company, and specifically, their injectors? http://racetronix.com/

It will change a dual plane manifold into poor single plane by allowing each cylinder to have 'access' to all barrels instead of half.

Bullseye

Yup. Good movie

There is a possibility that I may. I'm currently booked solid for the next 4-5 months. After which, I would consider building a few. However, its child's play, even for a newly employed apprentice machinist. If you're looking to get one made, just take you distributor to a couple shops an ask what they'd charge. There are a number of ways to address this... In post #7,8 and 9, Pete and I glossed over this. These particular coils have 'dumb' ignitors built in. Nothing else is needed. However, if there is a coil that tickles your fancy, that has no ignitor, there are options. I sell 2,3 and 4 channel, Bosch type ignitors that have proven to work well. These will drive most common coils. While its not been tested (to my knowledge), I suspect a bank of VB921's would also work. I also sell J&S Safeguard. For use with/or without ignitors. The Safeguard interfaces with Wolf seamlessly. This unit will independently listen to and retard individual cylinders on an as-needed basis, resulting in a quasi-custom timing map for each cylinder. Using a single knock sensor with a 'smart' processor, it can hold EACH cylinder just below its knock threshold, on the fly. http://www.jandssafeguard.com/ http://www.jandssafeguard.com/safeguard.html Here's a nice graph to drool over... peak power is only slightly improved but the average power gain is impressive... This graph demonstrates the advantage's using high octane fuels, but it also implies that a bump in compression ratio, on pump gas, will have a similar effect. The Z currently in the shop is receiving a J&S transplant... we'll see how a high compression L6 responds.

In a nut shell, yes. Obviously it requires an EMS that's suitable. I'm not even going to pretend to guess at all of them that do or do not support this type of trigger. For what its worth, I did some preliminary testing a while back. I ran magnetic sensors on both the crank and distributor drive. Long story short, I found that most of the scatter associated with a common distributor was in the 'plate'... the mechanisms for mechanical and vacuum advance were significant contributors. A dual channel O' scope, on both mag. sensors, minus the advance mechanisms, showed an average of plus/minus 1 deg. scatter. Not F1 territory, but certainly satisfactory for most of us earthbound folk.

Yes. 7 pulses per revolution, square, 12 volts. Leading edges 120 (crank) degrees apart, trailing edges variable (depending on disc). Used in this manner, rising edge is the ONLY option. I'm running this sensor at 12v with a pull-up resistor. In retrospect, I'm reasonably confident that it will work just as well on 5 volts (more chance of signal noise, though). No. Two quick pulses, hence the additional drilled hole. See above picture (red arrow). Wolf looks for the sync pulse to fall within a specified 'window'. It ignores anything outside of that window (as a sync.). One pulse per cylinder, plus one sync pulse. Total... 7. Yes, but that prevents you from individually timing independent cylinders. V500 allows complex timing and fueling on a cylinder-per-cylinder basis. 19lb., 15 deg. Ford's Quite good! Yup, .003ms resolution is some of the best in the business. V500 carries on this tradition (this particular system is V4+, BTW). We've gotten an E30 BMW M3 with 750cc p&h injectors to idle better than OE. V500, is an ENORMOUS step up in power. And frankly, both of these pages combined barley whisper the advancements made to V500... V500 Specs.... http://www.wolfems.com/component/option,com_docman/task,doc_download/gid,25/Itemid,48/mode,view/ V500 Highlight sheet.... http://wolfems.cart.net.au/details/635751.html

I always viewed him as harmless... guess I was mistaken.

So... you want me to give away ALL my tricks?...LOL I drill a .100" hole about .040" after cylinder one slot, as below... This provides the 'sync' pulse for cylinder one. Note: The above disc is a Z32 CAS I modified for the same purpose. It is slightly different in that all 6 slots are differently sized. The 280zxt's slots are all the same width. Its irrelevant, as long as you configure the trigger to rising edge. And if you use that 36-1 crank sensor solo, you'll be stuck with batch fire & wasted spark. Gotta have a cam sync. if you want sequential injection/sequential ignition.