RTz

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.

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

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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

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