Noz

Fitted a set of these to my Zed the other week. Very nice. I need a centre cap & nut if you have any spare :laugh:

I never had any stalling issues with your car once it was set up & mapped properly. Definitely no sensor readings out of spec.

I've had issues with the copper versions (BCPR7ES) before, not used the iridium versions.

No idea if it's any good or not.

That's an 8bit ECU with the upgraded EPROM fitted via a scramble board. Only way to pull the map from that one would be whilst the ECU is plugged into the car.

:lol: I assume he means the garage :laugh:

Pictures of the inside of the ECU in order to help identify the chip :)

Sorry, I assumed you had paid for the work to be done.

All analogue sensors have an acceptable range. For example, it doesn't matter at all if the TPS is set to 0.44v or 0.46v at idle. The important thing with that particular sensor is the idle switch and the full range voltage output (eg 0-5v) in order that the acceleration enrichment is calculated correctly from the change in TPS voltage.

Post a picture.

Saying that, if you've had this issue since the car was worked on, can you not take it back to him?

Pull one out and have a look. Best to check the rear two have been changed, some places don't bother.

What plugs are in there? I'm asuming they're BKR7EIX as they're advertised as a colder iridium plug #7. Any typical plug gapped at 1.1mm will be able to deal with 0.5 bar of boost. The aforementioned plug will have no issue at all. The gap for any application should be the largest possible without the spark being blown out for a given boost level.

No worries. OP requires Grade 7 plugs, so it's important he doesn't fit the stock OEM items which are too hot a grade, so anything else is kind of moot and opinion doesn't come into it. BKR7EIX is what he wants if it's a long-life plug he's after. BKR7E if fitting coppers. Simples. Good links though, was interesting to read the NGK statement regarding liability and also how things have moved on.

He knows about it mate.

Contentious! I'm privy to the other side of the coin and it isn't that simple from what I'm hearing. Best not to bring it onto the forum though, he isn't on here. You may as well remove his name :) Not that it matters to me, but even I would think twice about calling him an idiot :lol: :lol:

A grade 5 plug is the wrong heat range for a VG30DETT, UK or not. That will have been someone somewhere getting something very wrong in their calculations :laugh: From one of the links provided: Things move on. I've ran my car well outside the perceived guidelines for nearly 2 years now, culminating in peak boost levels of 1.68bar (24.7psi - matching the Garrett compressor map) on stock auto turbos & 370cc injectors, 482lb·ft and 12.6s@113mph on the stock auto gearbox. Not bad for a daily. Improvements can be made on OEM design & specifications, one of them being not using grade 5 or 6 platinum plugs in a modified late 80's turbocharged engine :wack: I use a relatively short BCR8ES plug without issue, have done for 2 years. Never once had any fouling issues, unlike when I ran the same plug in my 200SX. The BKR range of plugs are only very slightly shorter than the OEM platinums, and are a much better choice for an old VG.

I know Aaron, and he's not on here :)

Hello Shaun, he's not on here as far as I'm aware.

Platinum plugs are for 60k mile service intervals. I would never recommend any platinum plug for a turbocharged vehicle, let alone for a modified VG30DETT. Maybe PFR7B are made, I have no idea :laugh:

You don't want platinum grade 7, choose either copper BKR7E or Iridium BKR7EIX. If you must stay stock, then it's PFR6B-11B, platinum grade 6.

I've had issues with them as well. Give you the runaround when trying to sort issues, too. Really bad nowadays.

From a casual onlooker, I think it's going to take a bit more time & effort to get along from all those concerned. "War" is a bit strong though, it's just a couple people that don't get along on the internet. The car's the star :thumbup1: