Mark@Abbey m/s

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

Few pictures of the Abbey Motorsport 350Z today , pictures on track will follow this week Day started very wet but dried out later on

Ecutek won't get involved with the HR I am afraid. Not enough cars around. The reason the 370 was developed the ECU is very much like the GTR ECU. We found this out when we could use the GTR software to turn the bonnet lifter light out on the 70's after tuning with UpRev. Thanks

We have been tuning a few 370Z with ECUTEK now and getting great results; Normal bolt ons HFC and exhaust system we are seeing over 310 hub bhp on our in house dyno; See below dyno plots; This is a 370Z tuned last week against a stock Nismo 370Z (blue plot is the stock Nismo) (dyno plots shows flywheel bhp but it is hub bhp) just easier to show torque and bhp on one graph) We have a good traction control map developed now as well far more controlled than the stock Nissan ESP map and can be adjusted via the cruise (Race ROM) control. We can also add safety maps for oil temp and water temperatures; Currently doing a deal on the ECUTEK @ £402-00 inc vat which will rise to £540-00 in the New Year. any questions ask away

HR will pull more mph per 1000rpm as it has a higher rpm limit. Final drive and hear ratio's are the same

Abs ecu is under the steering column try disconnecting the main connector make sure connector and ecu pins look all good and no water/green corrosion. Do the same for the engine ecu connector as well? What are you using for reading the codes? Really needs to be a Nissan Consult cause this will show old codes and how many starts ago a problem was read.

Ecu is up under the passengers side of the dash. The car will actually run without seeing a phase sensor ( cam sensor) will just crank a while longer to get engine position sync'ed.

I cant see how DT are doing this price , KW haven't changed there UK price since the beginning of the rear (they have held a low price as well) Cost for Kit from KW is £1338-00 +vat for a Nissan 370Z V3. Maybe DT are buying from Germany and any warranty issues would be an issue as we have to register the dampers parts numbers for any warranty claim and the dampers will need shipping back to Germany via DT not via the UK importers. Thanks

NA always shows hot IAT's when sat still as the exhaust gas rises and heat soaks the AFM which houses the IAT. Going to air/air would be the way forward but expensive. Will sort a price out for GTM conversion

The Stillen with its water/air charge cooler will never control the IAT like a air to air intercooler. The issue is the charge cooler in the inlet manifold is too small. We have been involved with charge coolers a lot lately with our heavy involvement with the GT86 and SC units. With the upgraded charge cooler rad we see a rise in coolant temp due to the depth of the radiators all wanting air to cool them. I can stitch together some data from a pair of 370's one running Stage 1 GTM another running Stillen but both cars running EcuTek to show the difference in IAT control. Thanks

Exciting news just got off the phone from Gamma Motors that brought all the rights of GTM when they went out of business. We can now again supply the excellent GTM Stage 1 SC kit with air to air intercooler for better IAT control; Pricing I am waiting for but very excited as the GTM Stage 1 kit worked very very well and on the 370Z with Ecutek it will work even better. 350Z HR guys hold on we have another stand alone ECU in development which will be a lot cheaper than Syvecs ( not as good) but still a good upgrade with knock control and full traction control.

what tyres are you running? This is the main culprit for a tramlining car , Toe changes can help but it is the design of the tyre that can cause a lot of the issue

Josh , so you don't have rear adjustable camber arms yet? This will limit the set up you can get into your car. Main concern without running adjustable rear camber arms is not being able to dial out the rear camber you car will be running. The lowering will gain front camber but nothing excessive normally the gain is what we want to run. I would say a good base setting; As your running tein Springs which I presume are these; This is a good ride height reduction as running any lower than this will cause a big gain in unwanted rear camber. Front camber will be around 1deg 30mins to 1deg 45mins (1.5 to 1.75 deg negative) Rear camber you need to try to get to 1deg 30mins to 2deg 0mins (1.5 to 2deg negative) Front Toe run very little Toe in 0deg 03mins per side 0.06mins total toe in Rear Toe run a little more toe in say around 0deg 10mins per side 0.20mins toe in. Any questions ask away