Bernardd

A buddy of mine has one on his 85 Z31, vg30et. I don't know what trim the compressor is but it is a t04e and a stage 3 .82 a/r turbine. I need to give you a call tonight anyway. Bernard

Yes. The same code is used in both ecu's except for a few constants and the fuel/timing maps. Both the same. You can set the timing table to whatever you want. Or need. Same goes for the fuel map. I like the 88na ecu because then I can use the stock o2 sensor. FYI you can set the ecu not to use the o2 correction, remove the sensor, install the LM-1 and tune to suit your needs. This is what I'm doing. You'll need the equipment to burn eproms or pick up a romulator and have a chip burned after you're happy with the tune. Bernard

When you check the timing next time short out the connection for the tps at the ecu instead of at the tps plug. Check to make sure you don't have a faulty CHTS. Can you put the ecu into diagnostic mode and read the codes? I thought I had the a similiar problem and it ended up being the connector to the tps.

Make sure the car is fully warmed up. Make sure that the tps is closed when checking base timing by inserting a jumper across the tps terminals. With the jumper installed reving the car should cause it to rev to about 2k then die out and rev up to 2k , die out etc etc. Then check your timing. BTW what does JWT recommend you to set the timing at? What do mean that the CHTS and TPS has no effect? Bernard

Update on my z31 ecu adventure: I've got 440cc injectors from an early to mid eighties 5.0 ford (CSI) running nicely. These have a barbed connector and fit onto the fuel rail perfectly. To run these you will have to get smaller clamps as the barb connector is smaller in diameter than the stock injectors or the modified ford 370cc units. There are two different barrel sizes in these injectors, on the smaller size you can use the svo seals, on the larger size the oem seals work fine. As an experiment I've tried set the idle to lean out the car enough to stall it. Easily done so it appears there's room left for larger injectors. This was done using an 88 NA ecu, modifying stock Nissan code. I used the stock 83 o2 sensor. I didn't do the harness swap suggested by Afshin (which is the correct way) nor did I install the dropping resistors. I ran an ecu like this most of last summer with no problems, but I always have an extra ecu with me. Bernard

The z31 wheel has a #1 cylinder reference. One of the 6 windows for cylinder reference is wider. The z31 ecu will meter air until the maf is maxed out regardless of the rpm. The stock efi afm is wide open by about 3500 to 4000 rpm and fuels the same from that point on. There are two benefits to using the z31 maf as far as power goes. You'll get better response because the timing map has more advance at lower rpms, and there's no flapper door to open. Bernard

Turn down the fuel pressure to 30. Increase it gradually until you get a good idle. The z31 ecu is not setup to control the stock VCM solenoids. You will have to adjust idle with the throttle stop screw. Installing the o2 should clear it up somewhat as well.

Update: I was over at Mike's today and everything fits, runs, sounds beautiful (much raspier than a turbo car) and looks great. The blower nearly sucked my hand off of my arm so it's working. It hooked up but not connected to the intake system yet. The intercooler and associated piping will be fabbed up this week. The car is still on jackstands and has a few things left to do before it's let out. I'd like Mike to update you guys but then nobody would know about it in the first place. Bernard

If you can hang on a week or so I'll show you what I've done with my GN IC. I'm cutting off the pipes at the top of the endtank, then welding a plate over endtank with a hole cut and a short pipe about 3" long going up. I've already got two pipes going parallel to upper rad frame. I'll make up two elbows to connect to the new pipes. I've got my pipes coming over above the maf, with one going to the turbo and one to tb. I can post or email pics to you if you wish.

That is not my design or engine or car. It's 280zedx's setup 100 percent. His design, his work, his time. I pestered and hounded Mike to do something, anything, with the car and that's it. Mike's the one that went from "just cleaning it up" to pulling a full #6 on the car.

No problem. Check your pm's.

Thanks Jersey. The engine will be run by a megasquirt'n'spark system, and be intercooled with my old Starion unit. Of note is the throttle body left in the stock position AFTER the blower.

Buddies project that started with : " I'm just going to clean it up a bit". Yeah right. Two and half years later, here we are. Bernardd PS. How do I get the pix bigger???

Has anyone tried to make their own manual valvebody? This would be for the turbo automatic (3N71B). I'd like to try this to eliminate a short hesitation during the 2-3 shift. Bernard

Injector Pulse? Yes. I can tune the fuel and ignition to exactly what I need. My 46lb injectors will be a new challenge. Haven't tried anything that big, but I don't think it'll be a problem. Bernard

Over the winter much testing has gone on. Any 88+ and some 87 turbo, not sure about 87NA ecu's, can be easily modified for larger injectors. Romeditor has a boost table that relates engine size, injector size and # of cylinders and other parameters and it is reasonable accurate in predicting where you will be in the fuel/ignition maps at a given boost. It is possible to move the resolution to where you need it by modifying the load scalars. It is possible to account for using a hacked maf to keep the airflow readings within the scale of the maf by adjusting the kvalue. I don't know yet where exactly the maf maxes out and have had no luck with modifying the ecu to work with the ford cobra maf. I've got two spare ecu's lying around looking for a good home.........................

1/2 inch bypass tube should do it. I haven't done myself as I can get inside the rom and change the injector scalar, fuel and timing maps. I'm working on getting a z32 maf to work but may bypass air and retune as another option.

You're not going to be able to mess with the maf voltage much. The z31 ecu will not allow a voltage below 2.2vdc or so. You can set it to read that at idle but as soon as you back out of the throttle and the voltage drops below range it will go into limp mode. You could bypass air and then retune the ignition timing, that would work.

What year quad 4 is that? I believe the ecu can be reprogrammed to work with boost quite easily. You should visit diy-ef.orgi and check into that.

Modifying the s130 harness is easier than removing it and installing the z31 wiring IMO. You only have to move a few wires. If you're planning on programming the ecu some 87's and 88-89's are easier to program than the earlier ecu's. Edit: Forgot to mention that the stock single wire o2 will work on the 88-89 ecu BUT you'll have to reprogram it to work with turbo injectors and boost.

Check a few posts down for a post with the title GM 6.5 Liter Diesel. I'd say it's too small for a 327. If you used 2 it would probably work. Bernard

http://www.turboford.org/faq/injectors.shtml and you should be able to find some injectors cheap in the forum at that same page. Bernard

That's not as big as I had hoped on the exhaust side. I'd like to know how that would flow. When do plan on having your setup up and running?

Great info Jamie.......... When I found that site I linked to you I guessed that the "expert" that replied didn't know what he was talking about. 8) Could you post the dimensions of the turbine wheel? What is the outlet size? Bigger than the stock t3?? Bernard

This page has the info you need. If it's an RH6 can support approximately 320hp according to their charts. http://www.ihi-turbo.com/turbo_RHE-RHF.htm