Mark@Abbey m/s

Well jury s still out actually. ive had some wet and dry roads to play with now. gone through 2 tanks since the work. i've had a massive drop in mpg. i've never seen my mpg do under 20 during a tank. on a completed tank to and fro work etc ive averaged 22-24 since owning the car. my first post-map tank was 16mpg, which ok maybe i was listening to the exhaust too much and didnt realise''...2nd tank was 16mpg also. my current one is on 17.2mpg, about half empty. thats some heck of a drop. performance wise. feels no different. which for a ~9% increase on a heavy car can be excused. but as for the Chalk and Cheese difference i've heard mentioned by other end users of Uprev. Theres no difference. 1st 2nd and 3rd gears feel no different. response feels no different. Mark, the enrichment of the fueling for WoT, does that also apply across the entire closed loop? Looking at the above chart it looks about the same. I'm just wondering, as i do seem to have a 20% drop in mpg in what is predominantly closed loop driving. On my next drive out im going to rest the counter and absolutely poodle around gently at around 50mph for a few miles. just to rule out my heavy foot. Pritchard I really need to get round to sorting some before and after AFR DYNO plots out and cross reference to the AFR layout maps. The cars with the factor AFR layout don't actually run that fuelling curve when we run the car on our Dynapack. Reset the trip and let it run for sometime please I have found that resetting while using the car like it should be results in the MPG starts at the MPG being measured at the time and takes some time for everything to sort itself out. With regards not feeling any better the car felt very responsive when I drove it pulled the correct speed up my test road. I drive a lot of Zeds and I can say it felt one of the best I have driven. Welcome to flash it back to stock if you want to try it in stock set up. Thanks

No need for another ECU just needs the correct ROM flashed to your ECU. What model Zed are you running?

We find the Berks are the best but I got to agree it will make the car bark.....

Our Track car has Seibon front wings fitted , only carbon skinned , they actually weigh more than the stock wings but as we are running 10 x 18 front wheels we need the extra 10mm width the Seibon front wings give you. Not a bolt on job though , a lot of working to make fit real nice. thanks

over 500 cars tuned in the UK/abroad with very few people not happy and still doing 4 to 5 cars a week. As Olly says cars are getting cheaper so people think you don't need to spend money on the cars to get the best from then What people also forget is the car engine'sensors degrade over the years especially the lambda sensors so a remap allows us to re-configure the tune for best performance as the cars get older we arent going to get the same gains from an older engine than a new lower mileage motor. Being NA we arent going to get 40+ bhp gains , as people have said drive a stock 350Z then drive oyur tuned car there is a difference between then , the tuned car is far smoother, more responsive and the tune is safer.

I will put some dyno AFR logs up later on today to help clarify why bolting stuff on doesn't work and the difference between cars as well.

And ECU is calibrated , the Nissan 350Z ECU works to parameters calibrated within the ECU; So when you change bolt on items the ECU will use the calibration to tune the car to the inputted figures; the main map used int eECU is the AFR layout map as below so it when you bolt on your mods the car will tune back to these AFR figures so the AFR will never be optimised for your mods. We use a AFR layout map as below; the other issue is when you improve the breathing of your car the car will consume more air so there run further up the map , your seen the numbers in the X axis are increased in the Abbey Map , a stock ECU car with added mods will run off the end of the X axis after fitting bolt on mods so the last number the ECU reads before it runs off the end of the map it will keep using so the fuelling/ignition and other maps that use base fuel schedule on the X axis. The gain in output over dyno runs comes from the small amount of Ignition active tuning the car has. The above is the main worry after fitting breathing improvement items to a car.

A lightened flywheel makes no difference to bhp/torque number just response. we just go by the number seen on our dyno when the car arrived , the car put down 248 HUB bhp on arrival after 3 runs. totally agree , here are the Graphs Cant believe your all talking about BHP figures doesn't matter where it is measure it is all BHP, in fact the BHP number is calculated from a torque measurement.

car wasnt stock when it arrived , we have before as the car arrived and after bolting on the extra parts + the Uprev.

if the car was at its maximum trim level is will flash the DTC light to say that there is a serious issue and should put the car into Limp, as the car just illuminates the DTC is minor warning issue.

It is a closed loop DTC , it is a front sensor so you cant run spacers on the front sensor. It will not harm your car at all because once the car is in open loop it will not use the front lambda sensor readings the code is a LEAN shift , it means the ECU has read a AFR figure that is outside a parameter for a certain amount of time.

The power increases as the car learns , thats way you need to carry out a full pulls when dyno these cars to get a consistent figure.

another picture don't worry about the bloke in the middle... photographer was very attractive as well.

We are away in Monza Italy this weekend with Steve Baggsy's Biagioni at the Monza Rally event with the likes Ken Block,Valentino Rossi and Kurt Busch other fellow Monster Athletes competing; Baggsy's been running media and important people out in the Acorn Zenisies S13 supported by Abbey Motorsport/Millers oils/Clark Motorsport/Samanos gearbox's, Owen Development Turbo's. few pictures from the weekend hard life sometimes...

The main issue with all CAI is heat soak as they all have alloy pipework that gets heated while standing still heats up the IAT and retards the ignition timing. The stock air box is feed with cold air via the duct in the composite front panel and doesn't suffer heat soak as the pipework is plastic

pushing to get this sorted ASAP.

looks like it will be a cheap deal http://www.ebay.co.uk/itm/Nissan-350Z-Coupe-2002-2008-complete-airbag-kit-/331377422726?

Looks like I have found a Sub Dealer in Scotland for Uprev work More info very soon once we get all the paperwork/training sorted.

350 or 370Z kit?

When I wanted to learn to board I booked a day @ Hemel. I had already had a day lesson to learn the basic to ski with good results. The Boarding lesson help me learn a lot but get yourself away in the alps thats is when you learn the most; good luck thou.

our dyno runs Motec PLM lambda's so pretty spot on reading. Stock Map versus Abbey AFR map , 350Z running before and after UPREV tune

Really needs a Uprev remap so we can tweak the 2nd O2 sensor min max figures. Remember the stock car Cats has 2 bricks in one Cat so the rear O2 figures are pretty tight. The Cobra HFC's will pass the MOT no problems just the tolerance on the stock map is pretty tight on rear O2 efficiency thanks

They actually drive and handle better than a stock car with the added adjustability over normally sprung dampers;

Hi, we should be Airlift Performance dealers within the next month or so; Been looking around for a reputable manufacturer for a few months and seeing and playing with there controlling system this was the company we wanted to get involved with @ Abbey Motorsport. They lift a dedicated kit for your car http://www.airliftperformance.com/vehicle/nissan-350z-2003-2008/ also includes adjustable damping. The Autopilot adjustable Digital controller is an awesome piece of equipment http://www.airliftperformance.com/product-lines/autopilot-v2/ Any questions ask away

No keep it open , maybe change the thread title to FI on the 370Z Good discussions going on here