Mark@Abbey m/s

Easy job. What input you going to use? Let me know what you want to do.

Cheap deal finishes end of 2015 , goes up to £500-00 inc vat for 2016 onwards. Book and pay deposit before the 24th or via PM before the start of 2016 to get this current discounted deal

We have a pair of used Berks HFC's for sale on behalf of a customer , removed as they where to raspy for the customer. They have done 19K cat bricks still tight in casings; New gasket set included looking for £225-00 including shipping. Thanks

Commander, Hi. Where are you based in the UK?

Big torque number is hub torque. Basically engine torque X drive ratio (gearbox X final drive) = 4.631 Divide hub torque by 4.631 you get flywheel torque.

Bobby what are you thinking then? The HR gives a much bigger spread of torque then any of the other 350Z motors and with normal bolt ons will give 270/280 hub bhp easily , I have tuned a HR with PPE headers (don't know if there where the cheaper or more expensive merged collectors thou) car gave 290 hub bhp I seem to remember. Again stock air boxes work best we have found.

the throttle pedal isn't connected to the butterfly with a cable , as Olly has said the car is fly by wire so no hard connection between the pedla and butterfly.

I think you may see around a gain of 10bhp though out the rev range; Limiting factory will be rev limit , these cams will make the car want to rev on and the stock Alloy valve caps wont allow more than 7100rpm we feel.

Some people Ray's fit over the 370Z brakes others say they don't Olly. Even running spacers may help the Rays fit.

None of the DE(278bhp) powered cars where facelift models. Facelift was brought in for the RevUp(296bhp)powered cars. The GT4 model cars had early dash trims and early front bumpers. The normal edition cars had facelift bumpers and updated interior trims.

Sorry but to fit cams into a 350Z motor is a lot of money , easier to do with the motor out in our opinion; Then if your running wild cams you need to run more compression as the static compression will be dropped as the cam is wilder; new pistons needed; I know Sasha when he was running his own company used to tune on a Dynapack. Used to throw idea between us. They used to use SAE conversion which will add around 10/15bhp to a bhp figure; Your end up with a motor with a engine with a 2000rpm power band max that will not be nice to drive at small throttle openings and low RPM's , will require rev to make it go properly; That's why us UK tuners always say go FI makes a more fun car easier to drive quickly on the road , but if the car is going to be a track car/race car yeah go for NA power but your also need a sequential gearbox to make the most of the narrow power band. I did manage to run a car on our in house dyno today and recorded Vac in the plenum , reading in Absolute KPA we saw a increase in Vac from 0 to approx 0.003 kpa at the rev limit such a small increase , my thought is it the TB or the plenum design; Same car recorded 270hub bhp thou pretty good number for a DE motor , circ approx 310 flywheel bhp , stock motor , headers, ART decat pipes, plenum spacer,stock airbox with velocity stack, Milltek system and a very good reamp with UPREV. a Stock DE will give around 235/240 hub bhp we have seen from all the cars we have run over the years.

rev up is just a better quality pump gear materials no different in flow. Nismo has increased flow over stock DE/REV UP oil pump. I will check a DE for a VAC at full throttle when I next get one on the dyno for a retune. thanks

Limiting factor in DE rev wise is valve Spring retainers and collets. Seen failures at 7100/7200rpm when used on track. Spring retainers are alloy in stock form. Stock rods will go to 7500rpm no troubles in NA trim. High RPM will cause oiling issues as well.

at wide open throttle?

Only car so far we have run PPE longtubes on is a HR motor , running stock cams and a Cosworth manifold only works on a NA car above 7000rpm and the stock cams wont work up there. Running TB's on stock cams work thou. But the Stock ECU wont run TB's but Link make a Plug and play ECU that will allow to run TB and even keep fly by wire.

Good debate; If your going to fit headers PPE long tubes are the way forward with the parallel merge collectors , these make good bhp but are also super loud and I am afraid a motor out to fit and you cant add Cats for MOT time We have a set to go onto our 350Z Rev Up race car but we haven't had a chance yet to get them fitted. I have tuned a couple of HR with the PPE Long Tubes fitted and we are seeing around 300 hub bhp with only bolt on parts and the Stock ECU tuned with UPrev so around 340 flywheel BHP which is pretty good for a NA car nearly 100bhp per litre on pump fuel One thing thou guys , lets compare BHP corrections , if we all run in SAE us Brits that cant tune will gain around 10 to 15bhp @ the hubs so with a DE with bolt on parts which we are now regular seeing around 260 hub bhp which we estimate at 300 flywheel bhp will raise to 275 hub bhp. easy way to make number's. We have built a 350DE that made around 320 hub bhp still running the stock tuned ECU , made max power at around 7200rpm from memory, cant remember the reg number thou. With the DE you can see the way the power rolls over around 6500rpm it is limited with flow , to make more power it will need to see more revs to run more revs it will need a wilder cams and supporting mods and if your running wilder cams it will need more compression. Also the flow on a stock intake port DE cylinder head is better than the flow on a VR38 Cylinder intake port , the drag car we used to run ran totally stock DE heads with better quality valves it flowed that well remember these motors are around 85bhp per litre which a few years ago was FI numbers. To make 340 whp it you need to get inside the motor it is doable easily but will cost you. I know Bob from RJN very well , we tune all the 370's for him he runs for Nissan Sony Playstation with ECUTEK , I have also helped them out with there old 350Z HR proper race cars with IES built motors we was seeing around 350 hub bhp with these (these we engined dynoed at 400bhp) so it is doable just will cost money far more than adding FI; We also build some DE's motors for a team that runs Chevrons in the British GT , built DE motor rods/pistons/dry sump/Jenvey Throttle bodies but stock cams running Life ECU, these will see around 320 hub bhp this gain is from running TB's power still rolls over at 7200rpm thou but we see a flat torque curve from 2500rpm to 6000rpm.

Only way to check ECU is correct is by reading ROM number we have found if you can't get a chassis/reg number.

Lee, the issue is the ROM loaded into the ECU. If you have a manual JDM the ROM number will need to be either CD405 or CD $15 only way to check this is to either get the Chassis number from car where ECU came from or we can read the ECU. I would need to read both ECU's though If the ECU is correct we can up load a Uprev licesen to turn the NATS off no problem.

Hi, the issue you guys are talking about is due to the exhaust cam control issue. We have noticed that the exhaust can control PID closed loop program is too aggressive. When the ECU takes control of the exhaust cam it retards the cam initially to far causing the hesistation(stutter) as the cam position isn't ideal for a short period. We do have a work around on this issue it does require a UpRev remap thou which allows us to modify the exhaust position map so removing the hesistation. Uprev cost is £402-00 Inc vat which includes dyno time to retune the ECU for best performance. Anymore questions ask away Thanks

Cruise works like normal , to switch maps turn cruise off , stop the car then switch the maps; Traction is turned on when turning ESP off (depends how you have set the ECUTEK up) Then when the Traction is initiated with the cruise turned off you use the cruise toggle to adjust the traction control aggressiveness. Thanks

That is about right on a DE, the cam set up and breathing on this motor will cause the power to roll over around the RPM you are seeing. To get the motor to rev higher will require a motor rebuild with different cams/Spring retainers and collects, different design manifold headers. Stock motor is only safe to 7200rpm due to alloy valve Spring retainers. Far to much work to get a small gain. Any more questions PM we can then keep this thread clean for OP. Thanks

I would say swooping over to EcuTek will gain you around 10/15 more bhp. Your see some dynoplots on our forum page of a 370Z tuned on EcuTek versus a stock 370Z (on my phone so not easy to post a link) we have found the EcuTek software to be far superior to UpRev. 1, ability to log per cylinder knock counts 2, ability to re calibrate the ignition maps and see how the dynamic ignition control is working 3, full control over the VVEL and variable valve lift calibration 4, recalibrate the O2 sensor to give correct AFR reading 5, proper traction control available 6, safety maps can be calibrated using racerom Just a more developed system we have found

EcuTek traction is wheel speed versus rotational G with extra trimming available via the cruise control. So fully adjustable. No extra boxes to be wired in and hide. All done in the stock ECU with the excellent ECUTEK Race Rom system.

They still do 105db days but fewer cars on track and longer between time on track. Only issue I think modern cars are too fast for the track. I drive a customers 32 around Goodwood 150/160mph down Lavant into the last corner with very little run off. Still an awesome track to drive. Dec drive the place if you get a chance

Awesome track, very fast, very engaging. My wife was driving most of the day TBH. Being a old track thou very little run off and no amco just earth banks with a tyre barrier in some places. But it is an awesome place to drive well worth ticking off the list sometimes. Car has to be pretty quiet thou our car runs stock cats and a HKS super sound muffler only just under 98db at 3/4 revs but all okay on the track drive by's