Mark@Abbey m/s

Biscuit, dont worry re the anti foulers, we can turn that fault code light,s off with the Uprev set up when we remap. Typical prob with high flow cats.

Good idea. Edited to keep our friends in Northern Ireland happy. LONDON SOUTH EAST User name; Abbey Motorsport Location ; Oxted RH89HJ OBDII reader; NISSAN CONSULT 2 , full code reading including codes just for Nissan,s EAST ANGLIA User Name: Rtbiscuit Location: Ipswich OBDII Software: Digimoto 5 SOUTH WEST CHANNEL ISLANDS WEST MIDLANDS EAST MIDLANDS WALES User Name: Ian Location: Caerphilly OBDII Software: Scangauge 2 (Won't work on JDM models) NORTH EAST NORTH WEST YORKSHIRE HIGHLANDS & CENTRAL SCOTLAND NORTHERN IRELAND EIRE

We can sort you out , 4 wheel laser alignment on site. Mark

I think all the 275bhp JDM cars used narrow band O2 sensors , would need to look at the Nissan Fast system to give you 100% answer thou. I have run my JDM open loop using HKS F-con Pro, which I feel made the car more responsive on the track but since going over to the Uprev system I can even control the closed loop AFR which gives the car awesome drivability. Mark

Sarah, I have one of these please, want to try it on a car while it is on the dyno , think it will owrk really well with a STD 06 airbox. If you could e-mail the invoice to mark(at)abbeymotorsport.co.uk with your bank details I get the money transfered ASAP. Your get my address from my website for the invoice. cheers. Mark

Thats a early US 276bhp car then , the early JDM car was narrow band as well, both the US and JDM 276bhp car,s went wide band around 2005, but all the UK 276bhp cars where wide band.

the UK STD lambda,s give a very good AFR reading , nigh on spot on the same as my Motec AFR on my dyno , they read right down to 9.0 AFR as well , so I dont think the are narrow bands, you looking @ a US or UK wiring diagrsm?

Nope , uses Nissan,s own 4 wire sensor I think.

UK ECU is a self learner like all the Z ecu,s but the UK ECU cant be lived mapped thou. Yes you have a trim map which is in AFR and a compensation map for wide open throttle maps. Ignition side of the ECU is even more complicated , using burn time not spark timing figure. We have used piggy backs, standalone ECU,s and everything else available. Have a look at the Uprev site tells you everything you need to know

Luke, look at this thread viewtopic.php?f=114&t=27916 2nd set of dyno plots are for a GT4 car , I am working on a car at the moment that will have a Motordyne MREV lower collector and we will try the car without any CATS as well soon so will have some more dyno plots. I do know the car will gain around 5/8 bhp and 10 lb/ft of torque normally after removeing the cats as long as you put up with the noise

Early 276 bhp cars like the normal stuff , better Y pipe, fit race cats or remove the cats, different exhaust if you want to , air filter element or air filter system for the noise. Good reflash. I think a tuning package will be the best idea as we know what works and what doesnt , but I know some people like buying and fitting there own parts but this sometimes isnt the way to go and some parts in my opinon dont give any return.

Morning , the STD ECU you find in my opinon is far to inteligent to work with a piggyback system, the system uses Widenbands to feedback to running AFR and trims all the time , so even if you intercept say the air flow meter wiring and fudge the AFM voltage( I have been tuning Japanese car for over 10 years) the car will 1st try to tune itself back to the correct AFR then it will put on a CEL light as it will notice it is trying to trimt he fuelling more than it should need to. Re the ignition timing the car is far more intelligent to allow any gain to be had form tuning with a piggyback system , Nissan have tuned the car using fuel burn rates , we can tune the ignition a little for N/A and re work the ignition map completely for a F/I set up , but you have to work the Low Detonation map as well as the High Detonation map as the car works between the 2. Haltech isnt a piggy back system in the real world , it allows you to map the fuel and ignition direct as well as the cam maps, but still allows the cam bus system to work properly. You can buy a UPREV system to allow you to tweak you own maps but the UK cars cant be lived mapped.

The Revup motor is the hardest 350z motor to find BHP/TORQUE from. These cars as you find looking around on this forum , give more top end BHP than a DE early motor , but give a flatter torque curve but less torque than an early DE motor. I feel we can give you a little better mile per gallon due to the cars being a touch rich on part throttle, we tweak the cams to give a little more bhp top end and more torque below 3000rpm. definitely not I am afraid , I am speaking to Motordyne about the set up trying to get an idea what it does. again dont think so , these seem to gain a little top end BHP but loss a little torque around the modrange on a DE motor not tried one on a Revup yet thou. The 06 standard air filter box is the best out there I feel , only the Ignen and AEM will give a little more BHP but with more noise and modifications ( remove the passengers side washer bottle) and both can cause water ingress ( engine damage if deep enough water) Not seen a Revup fitted with headers yet , but may do very soon. On the Revup , I feel you need to loose the cats , good quality Y pipe , I feel the STD rear exhaust section will work okay , free flow element in the STD airbox , single piece flywheel and a good remap you make around 270/275 bhp @ the hubs up(approx 310 flywheel) from around 260ish stock hub bhp. And around 10 lb/ft through out the rev range. Throttle response will be greatly enchanced , MPG a little better , you can have multi maps on the Revup GT4 stock ECU,s (extra cost) hope this all helps.

I got a genuine ING,s wing here if you want one , but it wont be that cheap thou. Mark

We deal with Motordyne direct as well. But I have never found an exhaust that will give 20bhp even with a remap thou. I am slowly workking out what does and doesnt work on these cars, the list that doesn,t is bigger than the list that does thou.....LOL

Bennet, So the car had 260 bhp at the hub,s before or after tuning? just trying to work out figures in my head. On your dyno plots can you tell me what gear you was running the car in please, what start and finish rpm and how long the run was over , just helps me workout a comparision between Revup motored car runs on mine and thors dyno, cheers dude I have a Revup car bolted on the dyno as we speak , it is fitted with a MREV2 lower collector , I still dont think it will match a early DE motor for midrange torque thou, after some UPREV mapping the early cars give so much mid range torque , it may give the top end bhp figure the revup motor but it always lack torque , it is due to the wilder cams of the revup motor. We have noticed on the US car the Auto Revup car,s has a milder cam,s than the manual cars.

RT, your car is okay , we have some much data for the base stuff nowdays , the live mapping is for the F/I cars really. nope cant do that I am afraid, wish we could thou Mark

Not a simple way but we are working on it Re UK ecu,s; yeah cant understand it , they could of had the same spec of ECU in all the cars , just different maps in each car. The list of RAM images we have for the cars is huge and we are still finding different spec,s all the time. Even a cruise control car has a different RAM to a non cruise control car. You can cut and paste maps across thou between RAM images thou so that helps say doing a tune on a non cruise car that I havent tuned before you can just use a map from a cruise car cut and pasted across.

Yes the Eprom in the UK car is a lot smaller than in the US and JDM cars, thsi stops us uploading a patch to allow all the good features that the late UK 296bhp cars, US and JDM 276bhp cars can use, I.e live mapping and multi maps.

No not like that , it will be using a custom ECU to live map the car then flash the data into your ecu. it is all in the pipeline at the moment, will have some news very soon.

Re only running stock ECU with F/I I have a very good friend that is a tuner in the US that has beent uning Z,s since coming on the market, thats says that he takes the Utec off of F/I cars and tunes with Uprev and finds BHP torque and repeatability on dyno runs. We have tuned Z,s om HKS F-con Pro as well that works real well but needs a few parts to allow the cams to be controlled and the right signals to allow fuelling and ignition to be controlled in relation to cam angle. But it works out very expensive and really needs a throttle cable set up fitted to work 100% corrrectly. I find it hard that it is said that the stock ECU isnt good enough for F/I , the ECU is far more complex than any lower end after market standalone or piggyback systems. The ECU is from the same family of ECU,s that run in the R35GTR , and with recalibrating load/rpm scales and changing maf,s will work very very well. Re the knock control the trouble is that over say 4500 rpm even a stock motor becomes very noisy and the ability to read knock noise over engine noise becomes very very hard. Thats why we listen to motors with a det listening device when tuning cars and dont depend on Stock knock sensors or control. The only trouble we have at the moment is that the UK car ECU isnt live mappable but I have been working on this and I hope to have a fix for this as well , I may even be able to allow multi maps on the UK cars ( this is all being sorted at the moment but I dont get my own UK car back till Jan some time , this is going to be the mule car) I can map Utec if needed thou and we can use both the Utec and Uprev to get the best from your car if needed. fire away with anymore questions.

main problem with the UK 350Z car is the inability to be able to live map the ECU,s , it makes what would be an easy job into a job that takes a little time. I think I have come up with a cure that will make tuning N/A a little easier but make tuning the F/I cars very very easy instead of being a real hassle , which I feel will allow all the forced induction boys the chance to throw away the piggy back system. I feel the Stock ECU struggles to work with a piggy back system as the stock ECU is always feeding back to trim the fuelling and working igntion timing. With regards parts to make a tuning package up , I will say we have been removing the Stock cats fitting a Y pipe with a cat fitted and the stock exhaust seems to work real well and make a nice sounding car.So this will save a few quid and allow the car to stay reasonably quiet. hope this all helps. Price of the reflash is £352-50 inc VAT afetr the 1st of January.

Ben where you based? Mark

Hi ya , welcome to the forum .

The STD gauge are not good , even at 100deg C the gauge is still around in the middle of the min and max. You say that yout hink the guage is running a little lower than normal. If you say the car has got less econimical , I would say it maybe another problem , these 350,s run very little cold start fuel , so even of the car is running around 50deg C I cant see this making that much difference. Has it thrown any CEL,s up? it could be a O2 sensor starting to fail , this can cause the part throttle AFR to go rich. But got to agree with the boys on here if the coolant is low the heater will be blowing colder , doesnt the car get warmer of you leave it standing running?