Noz

No, it isn't. You've used this thread as your own personal soapbox for a little too long. A build thread from start to finish like this is actually a good indication of what can be involved. I've long been saying that mapping/building these cars is an absolute nightmare. Look at the timescales, the issues, the setbacks, now the acrimony. This is what can be involved with a 300zx build. I have mapped so many of these cars now, close to 100, and I can probably count on one hand the cars that arrived with no problems and all sensors set correctly. I am usually the final person to sign off on anything & everything that may go wrong, as mapping should be the final task in hand. When it isn't, as in this case, there has typically been a problem. Or several problems. It reminds me of GibsonTT's thread, but that ended in breaking the car. The kicker is that I wasn't able to sign off on the cars mentioned in this thread, due to various mechanical setbacks and the logistics of time, distance etc. To highlight: I first created a basemap for this car on 11/06/2014. The first mapping session took place on 09/08/2014 and the map itself is titled: Howard 2 after FPR issues.bin. So nearly 2 years ago the car wasn't ready for mapping, yet I had travelled a total of around 450 miles in order to map it (Leicester-Bristol-Surrey-Bristol-Leicester). The "issue" that the filename refers to was an eBay FPR that wasn't holding pressure on boost. Probably a £30 part.

At not one point did I advise that new items should be purchased, or in fact needed to be. I still have our entire correspondence saved for reference. The car was never with me, I had to travel 130 miles each way to Bristol to get to the car. The car was originally mapped 25th June 2013, with no issues whatsoever with a completely different setup. I spent a long time with the car on a couple of occasions, and the last time charged nothing, not even for fuel & travel. The investigation into the issues was done at the owner's behest, in conjunction with discussions with SZ. The task was to get to the bottom of the stalling issue. The eventual solution: A Standalone ECU apparently. That says something. There are other options, though. Again, I didn't build the car or specify the components. When all is said and done, you have had numerous issues with your car, detailed here in this thread. Issues that have had nothing to do with me whatsoever such as clutch, FPR, fuel pump, injector rail. I wasn't given the luxury of having the car on the dyno for mapping. I had to travel both times, and both times there were major problems. The second time being 20th September 2014, nearly 15 months ago. It has taken a very long time for your car to be ready for actual mapping. I've been diplomatic about things on here regarding names, what's been said and things that have happened that people know nothing about. Ok, you've had plenty of say now. "Broken engines after mapping"? How about badly put together engines and components prior to mapping? One of yours: http://www.300zx.co.uk/forums/showthread.php?181830-didnt-expect-this You sent that car out with no air filter, a massive oil leak, low compression and a horrific exhaust you created. You commenting on this thread is comical, given the huge amount of issues you have caused people in the past.

Yes, during the moving in process. Also seen here:

I have my own dyno, have had for some time. As I have already said, the Selin issues were being investigated and I was travelling down to Bristol each time to do so. Speaking to SZ and using a map provided that was proven in the States, the issue was still apparent. This was done to prove a point. It wasn't a case of chasing the issues blindly, you don't "know very well", I'm afraid, only what someone else has told you. The owner didn't spend a lot on new parts, and subsequently the car was written off before further testing was completed. I didn't, and still don't have time to investigate an issue with a component sold by someone else when similar power can be made without the component. Especially after discussing things with a vendor in the States unfortunately went nowhere. It's possible to run a dual intake without the Selin and a secondary MAF on the stock ECU, at any rate. Read: http://forums.nicoclub.com/variable-idle-when-warm-linked-to-maf-selin-translator-t586800.html So, no. It wasn't in my interest to continue investigating the Selin. But I still did in order to get to the bottom of the issue. Yes, it can be "mapped around", but isn't that frowned upon? Maping around issues....

I didn't build the car. Component choice and advice was nothing to do with me. I had zero input into that. I requested Jimmer to be there in case of any issues, so they could be rectified. Simple. Exactly the same with the aforementioned 621bhp car. Major lean-running issue as the tank went below half-full after a full day on the dyno. ?? You have the data logs. The car ran lean incredibly quickly, hence it couldn't be caught in time. From the previous log, the injector pulsewidth was exactly the same value (set in the mapping process), yet it was providing a suitable AFR of mid 11. Again, simple. No point in twisting the meaning of my words. Yes, I was monitoring data, no I was not able to have the accelerator immediately released in time.

On the dyno? Exactly NONE. Apart from than big end bearing failure, I've never had any engine fail whilst mapping, other than Howard's. This ran dangerously lean within the space of a couple seconds, and as I wasn't driving the vehicle, it wasn't possible to catch it in time. To reiterate, it ran lean due to the standard 25 year old fuel pump that had not been renewed. In conjunction with 850cc injectors and larger fuel rail, they can struggle at 500bhp, let alone 600+. Cars failing weeks/months/years down the line due to faulty components (most likely 25yr old fuel pumps), I'm not sure. The FPECU I have highlighted previously is one. Paul Benson's car was very close when it ran lean at TOTB (IIRC) - failing stock pump. Smoking cars with oil ingestion lowering the octane of the fuel, there's 3 I am aware of. You'll typically get ringland failure on 5 & 6. My own car as well. I had piston #3 ringlands fail with a perfect vertical line. Started smoking before I pushed 570bhp through it. No detonation, just the limits of 130k mile cast pistons trying to deal with the pressures & temperature associated in the combustion chamber at 1.7 bar and 95bhp per cylinder. I thought it would be #5 as that was lowest compression originally, but in the end #3 piston was the weakest. To add to this, I was pushing 24° timing at the red line with standard manifolds. Still making power at stupid timing values. I know exactly what the VG can, and can't take. In general for the VG: AFRs at high load are kept to mid 11s for road cars, low 11s for drift & track cars or cars that have not been well looked after. Timing values are lower than MBT (maximum brake torque) throughout the rev range (this has additional benefits as well as a sutable safety margin), so nowhere near the plateau where detonation can occur. Cylinders 5 & 6 are always taken into consideration due to turbo placement and heat build up. The cars are mapped around these shortcomings. Like I say, I have every single map and accompanying log files for each car. The 621bhp Zed I have mentioned did 50 full-bore logged dyno runs whilst investigating an issue. 20 map iterations.

What are you talking about, exactly?

I've never said the Selin is "unmappable", that is ridiculous. I've mapped lots of cars with the Selin. I have also mapped a car to 621bhp with smaller GT28RS turbos and a single intake, as well as a road-going drift Zed to 613bhp on GTX2860s, so there are various ways to make that kind of power. With regards to remapping your car, it was difficult to sort a suitable date where all 3 of us were free. Then you decided to take it elsewhere. I didn't walk away from the situation, I had travelled all the way down to Bristol to map your car when the issue had happened originally, due to a fuel supply issue from running a standard pump. Previous session cut short due to FPR issues. Incorrect components were used, I wasn't involved with that side of things. The agreement IIRC was there to be no cost for that session or a future session. I regularly have cars on my dyno for many hours where needed, also for a set price. It has still taken 12 months for your car to be mapped (clutch issues, various other issues according to this thread), so I cannot see how the timescale has been due to myself.

Yes, your car had numerous issues that shouldn't have been present. Don't know anything about your knock sensor wiring, nothing was mentioned at the time. It was 2 years ago. Timing: I said it *could* be a tooth out, but wouldn't have expected it to be. It's quite clear in my quoted message that it wasn't possible to strip the covers off or change the CAS. Not difficult to understand. EBC: No. It was an issue with the controller itself, the button did stick. I told you this. MBC was a cheap option to allow boost to be increased for the purposes of mapping. It's something I have had to provide many a time due to faulty EBC components. Or Gizzmos.... Cold start: Wasn't aware of any issue whatsoever, never been mentioned before. It's not impossible to create a cold-start for the most highly-modified car to provide any AFR desired, but you need the car for a couple of days. This was not possible in your case, and as I said.... Nothing was ever mentioned. Yes, I had to map around the issues. How else would you get the car back down to the builder for the issues to be investigated? Think about it. Sometimes, when there are issues, the car goes away to have the issues rectified, then comes back. Everything was explained very clearly to you at the time. I've set up and mapped so many Zeds and had so very few issues. That's the way it is.

Just to be completely clear about this, I have mapped many Zeds with engines built by Jimmer and had amazing results on various dynos. There is no point whatsoever insinuating I have ever said anything to the contrary. Issues can and will happen with these cars, they are (relatively) complicated and have a few shortcomings that can cause or contribute to catastrophic engine failure. One car in point. I map it to around 420bhp. It goes away, all perfect as it should be. Does a weekend at Santa Pod and the engine dies. Blows the dipstick out. Different engine fitted, I get it back on the dyno and it is now running dangerously lean on boost. After extensive testing, we discovered the FPECU had failed in a way that under normal driving it was perfect, yet under high load it was not providing the full voltage to the pump. FPECU bypassed, everything fine. Just that small incident destroyed a perfectly good engine. Had I not been able to get the car back for further testing, it may have been chalked up to an injector failure, too much boost, "one of those things", or a mapping issue. Plus, it would have happened again & again.

No, the stock 2" pipework should be replaced, even on standard cars IMO. The issue becomes very apparent with a combination of dual intake with Selin, larger pipework and GT28RS or larger sized housings. It can be driven around, but it is annoying. I have mapped two cars to over 600bhp with a single intake & single MAF, many in the mid-500s on single, as well as mildly modified cars with dual intakes & Selins that exhibit no stalling issues whatsoever. The highest-powered car relevant to the above was originally on a Selin but it stalled every single time. It was converted back to single intake, single MAF and subsequently made 621 bhp and didn't have the stalling issue. After that, there was another car and myself and the builder conducted numerous tests with various pipework configurations, maps, balancing kits, MAFs etc.

No, they're not. Like I say, I can provide every single bit of detail regarding every single car I have mapped. My messaage to you, from May 1st 2015: How was I "miles away with the issues with your car"? They were the problems discussed, were they not? And, to reiterate: I did not blame "the engine builder".

Interesting. I keep all maps saved (including various iterations created during the mapping process) as well as every log file for every single car I map. Any issues can be shown and explained. The map on Bigh's car was supposed to have been changed a very long time ago, of course it has issues*** as it wasn't completed due to failure of the standard fuel pump. This was back in OCTOBER 2014. Kevin. I did not blame the engine builder in the slightest. You are completely out of line with that statement. Your car had several issues, inlcuding failure of CAS (two if I recall correctly), boost leak on the turbo outlet, lower than ideal compression (130psi) for a fresh build. This is off the top of my head, as I haven't gone through our previous correspondence which ended badly as you didn't agree with what I was saying. Again, a mapping session that resulted in a less-than-ideal performance result due to mechanical problems. 450bhp with the CAS in one position, 400bhp with the CAS in the original position as set as part of the build. This was back in JULY 2014. Your car then spent many many months off the road due to mechanical issues. I have mapped around 100 Zeds in this country, not including besoke remote maps and chips. Road cars, track cars, Zeds being used for drifting on a regular basis running 400, 500, 600bhp, both standard engines and fully forged. 90% of Zeds have issues, be it loom or mechanical. They're the worst cars to work with. ***Edit to add: An issue was stalling after being revved at standstill or when coasting. The stock system struggles with 2.5" pipework, large frame turbos (GT28RS, GT2870) in conjunction with a Selin translator. Had plenty of correspondence with Greg @ SZ (vendor of the Selin) to the point where I even had him send over a map that his mapper had created to no avail. Solved almost completely by removing the Selin.

USA measurement is AKI. UK measurement is RON. 93 AKI is the equivalent of 99 RON. All moot, however. Doesn't matter what flavour of pump fuel you have in the tank, it wouldn't be the cause of an irregular idle.

Have a read of this thread: http://www.300zx.co.uk/forums/showthread.php?165792-Re-map&p=1689611 Quite amusing reading some of the posts from back then :laugh:

Should be in my sig buddy :)

Nice! Rustysills' old car. One of the first Zeds I mapped way back! 05/11/2012 to be precise :cool3:

Hello & welcome :)

How bad is the smoke? Before buying new turbos, have a look underneath the car. I've got a Zed in at the moment that was delivered to me for dyno work, despite having been smoking. White, acrid smoke. 10 seconds on the ramp was all it took to see the oil practically dripping out of the CHRA :sad:

Great to see this coming along :thumbup1:

Awesome.

Hello & welcome Mike :)

Not exactly. I meant something like a 2L car rocking a Holset HX35W :) If you have a 300zx with a draw-through (stock) MAF, you want a closed-system due to the pipework length. On the other end of the scale is the Subaru Impreza. MAF -> 50cm(?) of pipe -> turbo compressor inlet -> turbo compressor outlet -> Y-Pipe -> TMIC -> Throttle body. No BOV or recirc valve and the car drives like crap due to reversed flow hitting the MAF and making it run pig-rich on gear changes. VTA BOV works great, still dumps at high RPM & medium load, but there is hardly any metered air in the system, so drivability is mostly unaffected. Hence I run the loudest most obnoxious BOV I can on mine :wack:

It's the inherent design of pressure relief valves. Hold it at high RPMs and low/medium load on a responsive car (as opposed to a car fitted with a monstrous turbo) and you can hear the BOVs venting, especially ones with weak springs.

:laugh: