My Greddy TT install is done and I wanted to have the Z back today, but there appears to be something funky with the ECU reflash from Technosquare that has occurred (Injector pulsewidth and other things for example are not appearing to have been done or are not being recognized by my car?).

Is there a specific way to reinstall the ecu after it is returned from technosquare so that the changes to the ecu are recognized? If this specific way is not followed, would the car still think and run NA? Any help would be appreciated. Thanks in advance.

 

Your ECU is the brains, without it the car wouldn't run. So it is not an install problem. I'd call TS before you start your car up again and discuss the problem with them.

 

are you still using the 440 injectors? TS only has a reflsh for 380cc injectors. so if you get the reflash and still using the 440's you will have to remap the emanage to make it work. Good luck in your findings CJ

 

Thanks for the info jesseenglish and spazpilot. I'm using the 440cc injectors. I will have tuner call TS and inform him that TS reflash was probably for 380cc instead of 440cc injectors.

 

I thought TS couldn't do anything for the 440cc injectors.

 

They can't (or won't) so thats why I had to buy a set of 380cc Injectors. My works great with the ecu and 380cc at 8ps of boost.

 

8 psi on 380's? That's probably about as high was you want to go on those injectors. What are the stockers? ~280 cc/min? Do you have any way of checking the injector duty? I'm willing to bet it's ~75% which is almost maxed.

Yancy, I stoped up at the shop and talked to Dan for a bit. Your car is lookin good! He said it's got a bit of a traction issue, which is a blessing and a curse!

 

What math do you base that on?

I posted perfect air fuel charts at 9 PSI just two days ago with 380cc's on a Dyno Jet.

440cc's are harder to tune and run even richer in closed loop mode than mine do! Mine are not maxed out at 9PSI. Fine tuning in closed loop mode and idle is the hard part, mine idles perfectly.

 

unless the stockers are smaller than I thought.

9 psi = 62% more o2 to burn which requires more fuel.

edit: Unless your running higher fuel pressure than what your injectors are rated for. That adds another variable to the mix. I tend to overlook the fact that some people do that because I do not believe it's a good way to deliver fuel.

What size are the stockers? I'm just thinking aloud...

 

Thanks everyone. Everything is cool now. I just freaked out because I thought maybe TS forgot to relash the ecu for the bigger injectors and I wasn't aware that they can't reflash for the 440cc's. Guru (Dan), my installer/tuner at Godspeedinc cured the deficiency (380cc v 440cc) using the e-manage. Most recent dyno on 2/27/04 was at 8.0 psi = 404 wrhp and 383 rwtq. Thanks again.

 

So did you get the car back today? It was just screaming "DRIVE ME!" when I saw it.

Oh yeah, is that dyno with the stock cats, test pipes, or high flow cats?

 

RT high flow cats, Borla TD. Will get Z tomorrow, but I saw her around 6:00 p.m. today. Fist thing I think when I see her is that she is begging me for a bath Very dirty shoes too. On the way to drop her off for the install, I ran into some snowy/rainy mushy type crap and she's been dirty ever since. Will be sparkling clean at this time tomorrow though.

 

Yancy

Did you (or your mechanic) have to heat up the rt cats on the drivers side to make them line up with your borla exhaust. I had to and was wondering if I was the only one. The drivers side rt cat made a turn too close to the frame so I had to heat it up to line up with my borla exhaust. Sorry its off the subject but I saw your running the same setup as mine.

 

The Technosquare ECU can not adjust for fuel at part throttle at all actually. It's a pretty limited setup really. Full throttle on the ECU was excellent. The high rev lmiter helped a lot as did the timing retard. Basically I talked to them today and the reason I had to correct all the fuel mapping at part throttle was essentially because they did not touch it. They can't. So essentially you can not really run larger injectors with JUST a reflash and expect it to run 0% correction fuel trim levels. I just wish they would have told me that BEFORE when I talked to them initially. They also did NOT raise idle even though it was specifically written down on the sheet. I'd say Technosquare has the worst customer communication of any reflashing service I've ever used. I mean it's on a sheet for christs sake, they can read can't they? Sorry folks, just a bit irritated at them for not making things as clear as I expect a dealer to make things when you are giving them $600.

 

Guru

the way I was told is that the reason they don't change the fuel curve much during normal driving or part throttle is that buy using the 380cc injectors with the factory maps puts it around were you need to have it. there remaping is only based on throttle position vs rpm so it will never be 100% right but its good enough for me till jwt comes out with there map. JWT is planning on junking the can program on fuel and timing from what I heard and reprogram the ecu similar to the 300zx. Hope it works out!!! CJ

 

spazpilot,
As far as I know, I had no fitment issues with the RT cats matching up with the Borla TD exhaust.

 

Yeah I think I'll wait for JWT to come out with something. Until then I'll probably use the emanage to pull timing.

Yancy let us know what you think about the car! It's beautiful out today so I'm sure your out crusin!

 

does the e01 unit work as a boost guage also? or will i have yo use a boost guage seprate to it

 

The E-Manage can't pull timing AFAIK. Why not use a J&S which can pull timing on based on boost and RPM. Plus you get the benefit of individual cylinder knock control which will allow you to run different timing on each cylinder. IMO, there is no way a stock or reflashed ECU can provide as much timing control and safety over the J&S unit. My $.02

 

I agree with Jesse on this point. After a dyno tune on the car using very conservative air fuel ratio settings, I had the ECU reflashed, and took two degrees off the timing at the upper end. I have been able to run her to 7000 rpm, no problem, and it pulls like a train. Also took it to the track at Laguna Seca, and it ran beautifully.

But, it is running much too rich to be getting optimal performance, out of conservative preservation motivations, one obviously does not want to run the tune too close to the edge for fear of encountering the dreaded pre-ignition monster. A couple of degrees of timing retard at the upper end is nice....but it is not the answer.

So I have ordered, about two months ago, the J&S Safeguard unit, which I hope to finally get installed this week before my next track event. The purpose will then be to allow me to go back down to the tuner and SAFELY do another dyno tune (really don't want to blow it up on the dynojet), where I can better optimize the air fuel mix settings. Obviously one does not want to go so lean as to have the J&S routinely kicking in to save your motor. That would be putting too much demand on a safety device and begging for destruction if anything went slightly wrong with it.

But prudence demands a safe margin be kept from the edge, and without more precise control of the interface between the ecu and the motor than we have now, that margin has to be a fat one. The J&S should allow a more appropriate tuning and thus better performance across the band, without the fear of going over the limit at the WOT demands in the upper gears and blowing up. If the unit kicks in only very rarely, then you know that is close enough.

Of course on the track one rarely even gets into fifth, so WOT in fourth is about as demanding as you get. Still, we have seen that what might normally be a good tune turns into disaster with the FI cars suddenly going very lean at the upper spectrum of rpms.

I probably won't have time to get the retune before the track run this coming Friday, but certainly it will be high on my list as soon as I get back. Then I can have some better gas mileage too!!!!