cygnusx1

84 200SX, 4cylinder great on gas runs real good. Have some cool features. Hatch has TONS of room, Two of my friends and I drove one around the USA. 7500miles in 14 days! NY..TN..TX..AZ..UT..CO..ND..IL..Canada..back to NY. We got excellent mileage.

I suppose no matter where it is, just determine what the reading is fully warm, and remove any correction factors for the maps at that reading or above.

Oh yeah, I've already read the AIT sensor location threads! I am doing my homework for this....it's half the fun isn't it. Rightly so, tapping into 1/16" stainless tubing is not a good idea, lol. I will find a local welder to weld a bung on the tube just before the throttle body. I think I am going to leave the stock CHT sensor in the P90 head and put it's Temp/Ohm values in Megatune in place of the CLT. If I experience strange things, during warmup, I will switch to a GM Coolant Temp Sensor. I'll leave a loop in the harness to be able to make the switch without rewiring. I guess I like being a little bit of a guinea pig.

I found my original sketch that I drew when I was working on the swap. Thought I would share it. The connectors I show are either already in the Z or are on the ZX turbo FI harness. They are described in the sketch. If you study it long enough, it makes sense even though it's sloppy. http://album.hybridz.org/data/500/TurboZ-WiringDiagram-DRAFT-1.jpg NOTE: The fuel pump is switched on/off by the Fuel Pump Control module through the negative lead. The FP relay is key switched (not shown). NOTE2: Once I switched to a Walbro FP, the Nissan Fuel Pump Control Module, smoked. I simply grounded the negative lead of the fuel pump and it is now Key Switched.

I was under the impression that using CHT in the P90 was as good as using coolant temp. After all, CHT effects combustion more than coolant temp? No? If I have to, I will do the drill n tap but somebody on here runs MS with CHT. I understand that the heating/cooling rates of the aluminum and the coolant are pretty different and the fuel correction curves would be off but is it that dramatic of a difference? It's easy enough to go either way, so this is just a technical "what-if" question. BTW, yes I will be tapping the I/C tube for the GM Open air intake temp sensor. I still haven't figured out exactly how and where I am going to mount it but I know I am.

Man it must be really windy over there, your laptop is shaking! Try resting the camera onto the back of a chair. I can't read most of the numbers. Are you using a wideband O2?

That 0-60 was really quick! I am going to be setting up MSII and ford greentops also. CantZme, you can have the green top injector pintles converted so they drop right into the Z manifold with no mods. I just had mine done by Motorman Injectors. Woah I think your trash can just blew by my window! It's about 22 degrees, dropping like a rock, and 40-50mph gusts here too.

z-ya, I've been studying the MS-II manuals and MS-II doesnt need Easytherm. It has a separate entry table for sensor values. I will be bench testing my MS-II pretty soon. I think I have it pretty much figured out. I just need to get a grasp on versions, firmware, and all the various file formats that MS-II uses. I am waiting for the Stimulator, which I should have ordered up front with the rest of the stuff.

To me it seemed like alot of money for marginal returns. Personally I would spend that amount on something else to make the car faster...LSD, suspension, boost or even a bigger engine.

Dont feel bad, we've all made mistakes. At least we caught it early-on which will save you alot of headaches later!

Ahh, ok I didn't see that addressed in the manual and obviously I bought the unit assembled so I didnt know it was in there. Thanks again.

I am studying the MS-II manauls prior to my installation. I found the values for the Stock Nissan CHT recalibration here but where do I find the value for "Bias Resistor Value" to enter into megatune Table Generator for the stock CHT? This value is 2490 Ohms for the GM sensor. What is the value for the Nissan sensor? Do I measure it from the sensor? Im am a little confused on this one thing. It isn't addressed in Mobythevans post. Thanks. -Dave

An engineer friend of mine expressed an FYI about wind tunnel testing. He just wanted us to be aware that, because the ground in the tunnel is not moving relative to the car and the wheels are not spinning, the real world vs. tunnel data will be slightly skewed. He was merely trying to make us aware of any possible shortcomings of a tunnel test and to prepare us better up front for some possible unexpected results. Although, neither of us know how "our" particular tunnel operates, and, if there are any correction factors for this shortcoming. -Dave

How about a thanks for all the hard work that went into asking for money, which is difficult to do for honest people? How about a thanks to all the work that was done to acquire time in a state-of-the-art wind tunnel? How about a thanks for all the hard physical work that was done and will be done assembling and reconfiguring test vehicles? How about a preemtive thanks that all information collected will be shared for FREE? Forums don't kill people, people kill people! I'm going to go buy a drink too! L8R

Looks awesome! So I gues with the 245's on there we will have less, "Second gear at 30mph slideways videos." I cant wait until the darn ice melts and my car gets out of ice prison.

Put it on there anyway. If Nissan never put it there we would be calling it a "mod" and making it out of billet!

Yeah I definately will get up to you at some point. Once I get it running well enough to drive, I know I will want it honed in. It's just a matter of time. Hopefully I can get it close with some patience and help from HybridZ. I would imagine that alot of the MSI parameters will translate to MSII even if I cant just grab an entire file from someone at least I can manually transfer some of the data over. This is new to me so I am expecting a tough learning curve.

I hate making excuses but if you saw my intake arrangement, you would know why the HP was low. VERY restrictive. The cheap cone air filter is behind the left headlight and a corrogated tube goes down under the framerail and squeezes back up "ovalized" between the radiator and the A/C clutch. Then it makes a very tight cobra's-head elbow 90 degree turn into the AFM. LOL. When I get the AFM out, it will be Airfilter on Compressor with a heat sheild. The Mapdaddy Boost/Atm. sensor is an add-on to the MS-II board. I chose MS-II just because it seems more futureproof even though it might be more development work up front. Yes, I remember Pete when my car was on the dyno we were chatting right? Funny, back when I thought adjusting FMU fuel pressure was "tuning". I have no idea if there are any dyno shops around here familiar with MS. I doubt it. I am pretty much going to be going at it alone with my wideband O2. I have a friend who may help out a little. He is an EE and pretty good at reading manuals. He used to write tech manuals.

I always throw the wheels under the car while I am under it on jackstands. Even though we probably wont have an earthquake here I still think about it when i am under the car. I see the earthquake on my earthquake map. Yes, I use Opera Browser 9 and one of it's widgets is an earthquake map! There was a 6.4 off the coast of Northern Peru on 2/23 and then a 6 in the Gulf of California on 2/25.

Z-YA, thanks for the offer to come out to NH. Unfortunately, with our new son Nicholas, my schedule is going to be erratic. I am not sure how long it's going to take me to get the MSII installed and running. If I get it done soon enough, I could make a weekend out of it. That would be great. The engine is a bone stock L28ET with custom exhaust, large I/C, 240SX TB. The turbo is a T3/TO4B "Super-V" trim. The headgasket may blow, it has 120K miles on it but I already make 265rwhp and 300ft-lbs with it at 15psi with the stock ECCS and an FMU. The FMU will go ebay, stock injectors will be replaced with 42#, the distributor and coil will stay, stock CHT sensor, stock knock sensor, 240SX TPS, Mapdaddy MAP/Bar sensor, GM IAT sensor, LC1-wideband O2, and I will use the Megaview in the dash, and a laptop for tuning. I loaded all the software onto the laptop last night and started playing with it. I should have the MSII within a few days. My plan is to get it all working and debugged, drive it for a season or two and then do the big engine rebuild in 2008 or so.

It's really starting to look like your sig!

Z-YA I am going into semi-unchartered territories of MS-II. I plan to run 18-20psi if the knock doesn't come knocking. I figured the diaphram was the limit but I wondered if anybody has found the limit...also I am curious if it can maitain it's 1:1 linearity at higher boost levels and the required fuel flow. If it can't, you are in dangerous waters! Although it would probably vary high pressure rather than low which is safer.

This is an older thread but since I am now jumping into the world of MS-II, I have a question, related to this. How much boost will the stock 280ZX Turbo regulator maintian 1:1 pressure rise to? Does it have a useable boost pressure limit. I can test it with my compressor eventually but my car is still winterized in the shed for a few more weeks.

Don't forget about the other variable in flow calcuation; Pressure. Even a small line can feed alot of fuel if a high pressure pump is used to produce a high flow velocity. Pressure losses will be high but it will feed the fuel.