Mark@Abbey m/s

The height the clutch bies at is not adjustabe , as the clutch wears out, the pivot point changes so making the dis-engagement pointer higher in the pedal travel; Adjusting the pedal height makes no difference to engagement point; if you adjust it the wrong way you can actually make more problem's that just a high pedal. Mark

Hi , sounds a good project; ITB work well on these motors if you use a aftermarket Engine management system , DTA have worked out how to use the stock flywheel pick up's , so you dont have to add a 36-1 crank trigger. They can also control the cam control. We can allow you to keep the whole stock engine ECU and wiring and fly by wire thou, which will make it a real easy install , there is only a few wires to connect via relays to allow the car to be run on a stock ECU ( we can also turn off the NATS code to help you) to run 300bhp you dont need to do any internal work. But if you stripping the motor , a set of cams and a increase in compression ratio will help. The limiting factor on the DE motor is the con rods and valve train w ehave found. Any questions ask away. Mark

Stu, I can flash the ECU back to stock and then you can sell the license on or we can buy it back; The HR conversion isnt easy we are just doing the said conversion , there are a lot of stuff different that is need to do the conversion and the wiring is a major job we have found out. Give me a ring tomorrow to discuss the Uprev stuff thou. Mark

Thats just the timing chain tensioner a little slow to tension the chain, nothing to worry about. Mark

Ian, I would need to check but I don't seem to remember being told your car was running 95 octane fuel. We always ask customers what fuel they have in the car before we tune. I will have a look tomorrow and give you a ring/email. Mark

Are you sure? they do have closed loop knock control but running on 95 octane will have a big instep in BHP/Torque levels.

Attached are some dyno plots from the DE car tuned ont he dyno ( my own car) totally stock The car when using 95 octane fuel on the stock map was running on the high detonation map, I confirmed this, I cut and pasted the high det map ( using Uprev) into the normal igntion map then re ran the car the car gave the same BHP/Torque figures. I then went ahead and retuned the Ignition and fuel map to allow the car to run safely on the 95 octane fuel , we ended up a few bhp and LB/FT down on a totaly stock car. We will gain the increased throttle response from the Uprev and the lifting of the RPM limit a little. Any questions ask away. Mark

Chuck PM sent.

UK car chassis Number start JN. Import chassis numbers start Z33. Car looks like a UK to me.

found a few more bhp up to 235 hub bhp , torque I have only found another 3 lb.ft do still down 8 lb/ft from a stock super unleaded car .

I forgot about the Bonnet, we are doing a conversion next week thou on a car>

Just on the dyno with my DE car back to totally stock , calibratiing a map for 95 Octane fuel. I can say running the cars on 95 octane fuel will cause the cars to swich over to the high det map as when you place the high det ignition map in the main ignition map the car runs the same reduced BHP, this shows the car is hearing detonation when running 95 octane fuel. I will explain more at a later date. I think with a little work I can get a 95 octane mapped car back to nearly the same as a stock DE super unleaded car thou. My car has 230 hub bhp at the moment up from 222 hub bhp running 95 octane fuel with 98 octane map , a stock 98 octaned fuelled car gives around 239/243 hub bhp. Torque at the moment is around 8 lb/ft down through out the rev range but it was nearly 12 lb/ft down running 95 octane fuel with a 98 fuel map. will keep you up to speed.

Top man Colin!!!!!!

Cheers Neil , this is getting me worried seems all the 350Z engine are now known to drink oil , I thought it was just the REV UP motor @ 1st , then it came apparent the early DE was becoming a smoker now I hear of a HR smoking. Is his car high mileage I wonder?

He ha asked about a HR motor in the 1st post on this thread, So I thought it ws to fit a HR in a DE car , looking at his Avatar looks like his is a DE car.

I am surprised that it had caused the car to hunt as the sensor only works with air flow over the heated wire , the voltage change over the heated wire tells the ECU how much air the car is using so it shouldn't matter at what angle it is fitted. A few off the Supercharger kits and turbo kits place the Air flow meter in a non stock position. Wasso I would imagine the connector wasn't pushed on correctly or you AFM is starting to fail.

Are you going to fit the HR in your early DE engined Zed? your need a few more parts than just an engine, Motor Gearbox Cats Engine wiring loom ECU Uprev remap to turn off the nats And a conversion loom as the DE/REV UP car loom wont connect up to the HR engine loom

Out of interest, how would it affect the drive of the car in that position? make no diffrence to the running of the car.

Jap and UK motors are all the same.

DYNO is back up and running all okay again.

looks like the problem is the left rear wheel, the camber is out of tolerance and there is way to much toe in on the left rear wheel

rear track isnt correct and then the rear track isnt square to the centre of the car , you see on the paper a 12 (min) thrust angle, thats why the steering isnt straight.

Adrain, ( sorry of I called you Andy before) I could off told you to turn around when you rang me while you was stuck on the M25and you arrived at Abbey over 2 hours , but I chose to put off the afternoon job so we could carry out your UPREV job, but in the end I didn't earn anything from the dyno today or by the look of it all this week until the dyno is repaired. I had a think and I will carry out the UPREV remap @ 25% discount if you decide to come back once we have the dyno back up and running. editted to remove comment re Wasso.

This car is a JDM car Alex;

on the steering wheel like a stock car