RTz

I'm going to save actual numbers for the dyno I don't have any close-ups. You'll have to settle for this... The CAS is not directly linked to the coils. The job of the CAS is to tell Wolf the exact position of the engine. With that information, Wolf knows precisely when to fire each ignition channel & each injector channel. I used an Infiniti M30 distributor in this case, due to convenience. It only required minimal modification to adapt to an L-series. A better solution is to use the distributor from a late 280zxt as it already fits 'the hole'. Just chuck the cap & rotor in the round bin and machine a new aluminum cap, per the picture

I've seen a number of variations of Denso coils. If they are 4 wire, they should have dumb ignitors built-in.

As Pete mentioned, a turbo is not mechanically connected. In theory at least, a turbo can make peak boost at a low RPM, and then bleed off excess at higher RPM's. That is the function of the wastegate. At higher RPM, the wastegate reduces the exhaust volume getting to the turbine by bypassing the appropriate amount for the circumstances. Not entirely. They are ALL "superchargers". Super, in this case, means 'more than'. 'More than' meaning... more air is processed than would be without the 'device'. The term "turbo" implies that the supercharger is driven by a turbine.

Thanks Guys. Tommy, I'm afraid I didn't take any pictures of that (and the car is no longer here). However, I think a description will suffice. I welded up a tee and inserted into the lower radiator hose, angled it towards the frame-rail a bit, and ran a 5/8" hose along the frame-rail. Fastened with Adell clamps. Which coils did you decide on? Pete, The coils are 2000 Chev. Suburban. Electrically the same as LS1 coils, just re-oriented low voltage connector. Ignitors are integral... Wolf drives them directly. Fully saturated in 5.6-5.8 ms. Paired up with Magnecor wires. The engine has a Braap massaged P79 head running flat-tops. CR is 9.0:1, with a stock cam (for now). Header is 6-1, exhaust 2 1/2". Aluminum flywheel. The car is anxiously awaiting a dyno session.

You mean like Andreas's car... . . With 950hp... Last I knew, he was at 963hp. Run's 10.4's at the strip. To clarify, its not a later M3 six. Its a 3.8 (M50 I believe) out of a 5-series coupled to a T-56.

I'll start with one... I think a car built similar to this E30 BMW would be a hoot... under 2200lbs, and about 450hp... . . . There are a few things I'd do differently. But the concept is pretty close. Of course a 'must have' would be an LS7.... perfect... sub 2200lbs with 550 easy HP.

I'm with wheelman... Too many people try to attach morals to cars. In the 'BIG' picture, it just doesn't work.

Years ago, I used a 2D system, when 3D was less popular. These day's I don't see the point. Its kind of like inventing a black & white Plasma screen TV... nice, but ultimately 'not it'. Don't discount the value in proper ignition control, particularly on a modified engine. If you use the factory curve, you WILL sacrafice power. Power, response, and reliability are just as influenced by proper timing, as proper AFR. Its a small step in effort, but potentially a huge leap in performance.

The daily driver... The "Other Woman"... . Some of my favorite past rides... http://forums.hybridz.org/showthread.php?t=118147 . . . . . .

Mike and Terry Hintz took delivery of thier newly Wolf’d 280zx today. Nearly two years ago, their immaculate silver ZX was involved in an accident... Being beyond reasonable repair (racked the entire chassis, head to toe), they decided to find a donor chassis for thier drivetrain/suspension/interior. This is the car they agree’d upon... . .... and thus began the pursuit. Mike and Terry decided they wanted their classic car... essentially new. In 22 short months, Mike turned water into wine... . . His diligence is inspiring! Eventually, He asked me to spend a 'little' time under the hood. We opted for a Wolf3D EMS system with a couple bells and whistles. Arriving at our shop... . A Nissan optical cam sensor provides the trigger, with 6 coils (Denso) and semi-sequential injectors. A Rusch Motorsports head, intake manifold, fuel rail, and 14mm injector conversion, ceramic coated intake and exhuast manifolds, 2.5” exhuast, 60mm TB, fresh 5-speed, coupled with an immaculate interior. . . . . . Of course a fully rebuilt suspension including ball-joints, bushings, springs, bars, and dampers have been added to 'top-it-off'. Mike had this to say... "Terry and I took possesion of our born again ZX this evening. After spending the past 22 months strippng the old zx down and rebuilding the the new one it is a great feeling to have it road worthy again. Quite a bit has taken place during this entire ordeal. I owe a great deal too several people. Both Ron Tyler of Prime Engine Management, and Paul Rushman of Rushmotorsports, both located in Sandy, Oregon are the main contributors. Without their help this project would never have come too pass. The car is totaly awsome! It has been transformed from the respectable silver sports car is was to a fire breathin rip snortin heart stopper. Mike Hintz"

What you’ve asked seems more complex than what I imagine would be needed. For clarification, the primary auxiliary “out’s” will only pull to ground (whereas the inputs are voltage influenced). The PWM outputs will do just that (modulate pulse width). Depending on your “controller”, this can give the perception (or 'average') of a specific voltage. If you're trying to set-up a two stage IC cooler (based on two separate, increasing thresholds, triggering two separate cooling systems), I would use two auxiliaries for this purpose. I understand you’re thinking ‘outside the box’ so I apologize if I have missed your point. Keep in mind that there are many ways to get the same job done. If you have something specific you’d like to accomplish, let me know and I’ll have a go at it.

Methanol attacks aluminum.

Or... you could go aftermarket EMS and ditch the MAF altogether. Just thinking aloud

In '97... http://forums.hybridz.org/showthread.php?t=118147 Fun car.

Paul tossed me the key's a couple nights ago. Being the gentleman that I am, I graciously accepted . So, I took my wife for a short drive and I can report... that Z is a Sweetheart!

I agree, I don't think he's got what it takes

Chris, This is unfortunate. Wolf works very hard at preventing this. Some people seem to slip through the cracks, though. Lets get this taken care of... you've been PM'd

:trippen:

Yes. Not necessarily. Some don't have any. Some only have a few. Last time I used SDS it didn't include any and their site doesn't currently list any. Further, some have only remedial control over their aux.'s. Wolf has multidimensional control, i.e, you may choose multiple criteria to be met in order for 'action' too take place (based on virtually any parameter... RPM, air temp, water temp, boost, MAP, TPS, etc, etc.) *That* is the sticky part... First, trying to empirically and indisputably declare which system has the *better* feature set is impossible. For example, I can appreciate individual cylinder tuning. It has value to me. The higher the specific output of an engine and the closer to the ragged edge you run it, the more important this feature is, for both power and, more importantly, reliability. Another example is voltage compensation, not all systems allow you control over this curve. I refuse to own a system that doesn't. Its part of what leads to consistency. Consistency leads to power WITH reliability . If you're trying to squeeze every last drop, these items are important. BUT, If you don't have the means or desire to take advantage of these features, its a waste. Every feature, as Bernardd suggested, falls into this trap. If it doesn't blow your skirt up, its meaningless. I currently have two L28 powered Z's in the shop receiving Wolf transplants. They are both being installed/configured differently, each one ignoring different features, while taking advantage of others. Why? because each owner has a different priority set. Second, 90% of everything you hear about EMS's is opinion based. I have tried to avoid opinion as much as possible throughout this thread. Since your backing me into a corner, I'm going to give you some opinion... Wolf3D is one of the most full featured, flexible, and capable systems available. Money aside, it is a good system. If you factor in cost, I'll pit it against ANY system in its price range. V500 spec's out very well. Its also a delight to tune. It is not without flaws... no system is. However, of all the systems I've jumped in bed with, it has the highest ratio of right-to-wrong I've yet seen. Thats my opinion. You can trust it or discount it, your choice. Of course, the average person will say, "But Ron, its in your best interest to say such things... you stand in a biased position". My response to this is simply, I fell in love with Wolf... and THEN became a dealer. If you force me into giving you a "Black and White" answer... I'll tell you that all the features you need, and more, come in Wolf3D That is a very good book. I agree

:biggrin:

Why not?.. it worked for me

I was thumbing through the Innovate manual and near the end I found this 'tid bit'... "Very often one can see small front-wheel-drive cars on the road with huge wings mounted on the trunk lid. But there’s no corresponding aerodynamic down-force device in the front. Of course, in the majority of cases the wing is there for the ‘cool factor’ because many race-cars have wings (birds do too, but birds also have no penis)."

From Wolf's website RE:V500.... "Latest 32 bit processor running at 40MHz with Dual Time Co-Processors, giving precise sequential delivery of fuel and ignition and supporting all other functions including high speed Datalogging with no performance loss."

It seems to me that you're looking for three things... 1) Spec sheets. Wolf's specs.... http://www.wolfems.com/component/option,com_docman/task,doc_download/gid,25/Itemid,48/mode,view/ Wolf's 'Highlights'... http://wolfems.cart.net.au/details/635751.html I'm sure you can easily find the remaining brands you're interested in on their websites. 2) Current retail price on a universal Wolf V500 is approx. $1500 US. I offer a discount to donating members of HybridZ. 3) Requirements for an RB. Bernardd covered that, if indirectly. If your motor goes "suck, squish, bang, blow", virtually any of the available systems will run it. Some will require you to use a different ignition system, alternate sensors, and a custom harness. Some will support sequential injection and ignition, others are batch only. Some will allow individual cylinder tuning. Some are easier to tune (won't find that in the specs.) and so on. But, they all have one thing in common... they are all capable of running the common 4-cycle engine. What features are important to you? As for Wolf, you can buy a "Direct Fit" for an RB. This means unplugging the OEM ECU and replacing it with a fully configured Wolf EMS, compatible with all sensors & ignition system, and includes a base map. Plug it in and turn the key. You will have to fine tune it for your specific installation if you want peak performance. However, I would like to add, these systems are not 'Black & White'. If you are a creative person, it doesn't stop with the spec. sheet. I'll leave you with one example... With Wolf V500, there are 13 auxiliary inputs and 15 to 27 auxiliary outputs. For some people, using the Aux's. to switch on a light upon exceeding a temperature point would tickle them. Maybe you're slightly more sophisticated and would like to see a sequenced shift light. Or, install 3 potentiometers on your dash and use one each for adjusting fuel curves, timing maps, and boost on the fly. Maybe your perfectionist nature takes over, and you decide to install a fuel temp sensor and use it to modify fueling, timing, boost, etc., or limit RPM because oil is not up to temp yet. How about pulse width modulated water or meth injection? Generally speaking, idle quality, fuel economy, and emissions are improved when an injector is nearest the intake valve... but HP is typically improved moving it further away. How about two sets of injectors, running blended or RPM switched? There is no end to the possibilities. How creative are you? Maybe you'll pioneer a new way to use auxiliaries? My point is, I have know idea how a person lists all the possible capabilities of a system (read technical limitations), when they have not all been invented yet. EMS systems are significantly influenced by the character of the installer/tuner, not just the spec. sheet.