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andy10v

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    Nissan Datascan Software

    in 350Z General

    Posted

    The MAF signal is 0-5v, gm/s could be calculated from that if you knew the offset, it will be non linear.

     

    A couple of bits of info from other forums

     

    Output voltage at idle 1.1 - 1.5*V

     

    Mass air flow (Using CONSULT-II or GST) 2.0 - 6.0 g.m/sec at idle*

     

    7.0 - 20.0 g.m/sec at 2,500 rpm*

     

    *: Engine is warmed up to normal operating temperature and running under no-load.

     

    you should see about 1 volt from MAF while in idle and idle airflow is about 2.0 gm/sec.

     

    The spec says 1.1v - 1.5v idle voltage from MAF = 2.0 - 6.0 gm/sec

     

    Would you want to tune the engine through uprev or learn to map the ecu yourself?

    With that much mileage? Why?

    in 350Z General

    Posted

    350's arent immune, ive seen a 2005 plate with serious rust

     

    Yeah a couple of the 350s I looked at up here had a good dose of lurgy bubbling under the paintwork, PITA when the seller says no rust on the phone.

     

    Nissan dont seem that great at corrosion resistance, so I would forsee lots of rusty 350s in the future, also as they are "cheap" lots of cheap hack fixes leading to later problems.

    With that much mileage? Why?

    in 350Z General

    Posted

    I would go on condition not mileage.

     

    Time will tell how 350z engines hold up to high mileage, but "modern" engines with better materials and tolerances keep going much longer than "old" engines. My last car was 170k when I took it to 380bhp, I opened the engine to fit forged rods and there were still hone marks in the bores, bearings were all fine.

     

    On the other hand you can pull apart an engine with 60k that has had 1 oil change is a completely sludged and worn out, bearings worn through etc.

    Oil cooler help

    in Forced Induction

    Posted

    Hi guys

     

    I've got a low mounted twin turbo and was looking to fit a oil cooler. At the minute the oil return is out the turbos into a drain sump, then sucked back up into a scavenge pump before going back into sump pan.

     

    My question is can I fit a oil cooler directly after the scavenge pump and then return it back into the sump?

     

    Thus eliminating the need for sandwich plates and extra fittings etc

     

     

    Sent from my iPhone using Tapatalk

     

    Thermostatic sandwich plate with an oil cooler is probably the easiest, if you get one with a sensor port its also easy to add an oil temp gauge. You can get 71, 85 and 93 degree thermostats for the Mishimoto sandwich plates. You can also restrict air flow through the oil cooler if you find its over cooling.

     

    Turbos can drive oil temperatures up on track very quickly. A thermostatic oil cooler is cheap insurance, plus you can spend more time on boost!

     

    Oil cooler and lines will add another half litre or so of oil.

    Anybody knows this S14a or in general S14a?

    in Off Topic Discussion

    Posted

    I would be wary of selling a known good car, to buy a modified unknown car, it could very quickly eat up the money you get. If it is a properly modified car it could be great, it is normally cheaper to buy an already modified car than do it yourself, however a poorly modified car just means you fix all the mistakes.

     

    Have you driven one? It is different from a 350z, definitely feels "old". You will also generally have more general age related issues.

     

    Check for rust! I checked a few over for a mate and they were rotten! I would also be wary of a car that looks very fresh, and what is hiding under body kits. A quick blow over can hide a myriad of sins.

     

    I also dont think s14s represent good value for money any more, they were a few years ago, but now you are paying a scene tax.

     

    However nobody is doing this for sensible reasons, we all do what puts a grin on our face.

    Intake r&d

    in Performance

    Posted

    Believe it or not, the air-flow stays virtually the same due to the principle of "conservation of energy" i.e. the flow-rate is conserved while the pressure drops immediately & the fluid velocity increases.

     

    In a vacuum system like a NA engine with pressures near atmospheric its a lot trickier to derive any benefit. Probably why there's not been much success with aftermarket air-intakes.That increase in velocity gives that nice "whoosh" people crave at the cost of power.

     

    Designing a plenum that could draw in more air via that dp (venturi effect) is a possibility but not easy. They've built mixer-showers for homes using low-pressure hot water (gravity fed) in the same way. Basically, the higher pressure cold water "draws out" the hot water in sufficient quantities (and mixed to correct temperature) to give better performing showers - i.e. not dribblers but not power showers.

     

    http://www.shower-gu...uri-showers.htm

     

    There's nothing to prevent the same principle being exploited in an intake / plenum.

     

    That said, you'd never be able to map it properly on a rolling-road as the car would need to be moving. Anyone got a big fan Jeff can borrow? :D

     

    An engine is not steady flow though, Bernoulli does not describe transient. There are also fluid friction losses, you could add Poiseuille's Law, but that would still be laminar, and assume no turbulence.

     

    You can change intake runner length, and plenum volume to increase VE at certain RPM, hence some cars have intake flaps.

     

    A smaller diameter port will have a higher velocity at lower rpm, but "choke" at high rpm, a large port will flow great at high RPM, but have low velocity at low RPM, trade offs that you want matched to the rest of the engine, and its use.

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