240Z-DET

This was my point to begin with. JWT's ECU programming is always on the safe side. I haven't had any problems with his programs. Sometimes it can be other things that people blame the ECU for. I am not saying that JWT is a tuning god or anything, but I know of several SE-R's and 240SX's that are running low 12's to mid 11's with his conservative tuning. I am not familiar with his 280ZX programs, but sometimes it can be user error or other times you two didn't discuss clearly what you need for your particular application. I've had two back to back ECU's from JWT, one NA and the other was the turbo program. Both idled like stock, wasn't pig rich, with excellent throtttle response. Maybe the programmer was smoking dope when he was burning your ROM chip. As far as the stock head not revving past 7500rpm, I'm sorry but you are wrong on that one. My program for the turbo ECU had the rev limiter set at 8000rpm! I even had a shift light with a 8K pill to verify it. I've never broke any valvetrain parts. I have heard it could happen if you hit the stock redline repeatedly and you'll experience a piston to valve slap thus destroying the engine entirely. JWT is not the end all be all of NISSAN tuning, but he is a safe bet. My goal is to either run a HALTECH or AUTRONIC system so I can have my own parameters set and not some average for all cars as JWT does. Again, it's a easy plug and play solution, but not the cats ass for all out HP. Take it for what its worth.

Sspikey, you and I are on the same page. My SR20 was bone stock internally, no cams, cam pulley, no head work, nothing. I didn't even have external mods either (besides the turbo system and MSD 6AL). I solely used Jim Wolf to provide me the ECU, 50lb. injector program using the Ford Cobra air mass sensor. He now has a 72lb program available with the Z32 MAF sensor. Some like his tuning, others do not. I find it safe, although not tuned for peak performance, it does provide you with a rather safe 12:1 air/fuel ratio. You can speak to Clark at JWT to discuss your specific needs. I figure a 2200lb. vehicle with 400WHP on a stock engine should be able to hit low 11's to high 10's if I hit a good '60 time. More importantly when I road race the 240Z, I can brake deeper going into the turns! I have a SBC engine in my garage right now, and have amassed a bunch of parts to install it. My dilemna is that my heart belongs to the high revving SR20 but my wallet belongs to the V8.

I have been lurking on the board for over three years and I hardly ever post, but I have to back up the SR20DET! It is VERY potent with eons of potential. I owned a Sentra SE-R FWD with a turbo kit consisting of a Garrett TO4E/T3 hybird Stage II with a .82 A/R turbine housing. I also had a custom intake manifold on it. I dynoed the engine at 15lbs. of boost on a K&N dyno resulting in 322hp / 288 lbs. of torque at the wheels. I forgot to mention that my engine was a STOCK JDM 9.5:1 compression SR20DE. The SR20DET only has 8.5:1 compression but has a much more stout bottom end with larger caps, main bolts, oil piston squirters and can rev to 8000rpm stock. It is not unheard up to run 24psi of boost on the stock DET. With 13 X 8 inch slicks I ran a 12.2 at 118mph in the quarter at only 18lbs of boost. My car weighed 2760 with me in it. My old SE-R was actually heavier than my '73 Z! I couldn't imagine placing that engine in a light RWD vehicle. I would guess that there would be at least a one hundred lb. weight savings. I'd bet with that with the same combo installed into my Z (just on drag radials), I could hit a high 11 at over 120mph. As far as the SR being laggy, I was in full boost as low as 2800rpm! You have to be methodical in your choice of turbos. I wanted one that would serve as my daily driver and a weekend drag racer. Somewhere I have pictures of the intake manifold that I'll post later. Regarding the weight of the SR20DE, I built a short block and shipped it out. The shortblock alone weighed 120lbs. The p&p bare head I sold weighed 40lbs. Fully dressed, I can t see the engine weighing more than 250lbs. and even that's a stretch. My buddy and l lifted the JDM engine into my van ourselves. The tranny weighs less than 90lbs. 450lbs is way over estimated!! As a matter of fact, I contacted SOKO and the shipping weight of the engine/trans is less than 350lbs! The SR has a tremendous aftermarket support system now as compared to just two years ago. I'd say anyone who is interested in it, do it. Hands down.

Throwing in my $.02, look for the 1991-1993 Sentra SE-R seats with the side bolsters.

Thanks Mike. Another question. Has anyone successfully switched the speed density to mass flow in the TPI? Is it even feasible/worthwhile to do? Thanks in advance.

considered converting a carb'd small block to EFI using the factory TPI retrofitted to the GEN I heads? I saw the website LT1intake.com and thought about a hybrid system. Let me know if this would work. I want to install the LT1 intake but use the TPI harness with ECM and all sensors. I purchased a 350 instead of the DET, and am gathering all the necessary info and parts. I have the basic JTR manual and read it inside out, but I need to order the one on EFI. Any input would greatly be appreciated. Thanks. Rob

TEST