Hub280ZX

Or bike"s"? Yam 600 SRX and Muz 660 for the big thumpers Honda 1000 CBX and more recently a Yam 250 TDR and a Trimph 600 Speed four All country bikes are gone but had rides for decades with KTM 125 and 250, Yam IT 250 and 420 Husky Still have above road ones, and a Benelli 750 Sei to rebuild with the 6 exhausts!! My full licence is back...1972 :thumbup1:

My experience on Spa Track this May at Spa Classic gave me no real problem with oil pressure. I was not using slicks, and I was still on a learning curve with my car. Temperatures both for water and oil were on the up level, but I put this on the load imposed by the hilly shape... I just topped the oil level a little over the max point for safety. You should never miss a Spa track opportunity, and it will make you come back on any occasion: My favourite track until now!!

I'm afraid this is typical "tuning" for customers attraction that hides a Chineese quality both for the mechanical components and the engine... We have hundreds of bad experiences regarding the reliability on those, and very often, no parts avaliable a few months after warranty is over! As always, please inform yourself on the market/users experience for a model, and you will have a better view on what is appropriate for you.

Needs quite a lot of mods if you want the tool to be appropriate for the road... Here is my Canam 650 Bombardier, registered in France (which is quite a difficult step with french regulations), and supposed to be limited in BHP and speed... On the motorway in Germany, the tool is touching 100 mph with some extra left... if you have the wish to push! Basically, the height is 5 inches lower than standard, with schocks changed on the front and on the back, anti-roll bar on the front, and quite a lot of other changes. The quad is real fun on a track, as of course there is no differential on the transmission, and the only way to turn is to slide!! A very good learning tool that completed road motorbike and country motorbike for years before turning to 4 wheels...

:huh:How many miles per gallon for this one?

Thanks for the feedback. I will look at the door position on rest flat and lifting a side. The door lock is quite sensitive, so that could be a lot of noise from a limitit position of the lock, and just the right position to find. I will check the other areas if anything is wrong.

Maybe I should state the car mods that could play a role in the deformation... My car is BazzaJG prepared car with the following on the chassis (remember 500 BHP on the dyno!) Stillen engine damper brace / Amortisseur couple moteur Stillen 19" Staggered deep dish alloys (8.5"F 10"R) / Jantes 19" 8.5" devant et 10" derrière Pneus Toyo Proxes T1-s 235 35 19 Pneus Toyo Proxes T1-r 285 30 19 Tein Flex Coilovers / Combinés filetés Tein Tein EDFC / Réglage de dureté suspension EFDC Stillen sway bars / Barres antiroulis Stillen PowerTrix Rear rear control arms / Bras arrière de controle Power trix PowerTrix Adjustable tension rods / Barres de tension ajustables Power trix CZP Adj rear stabilizer links / Jonctions stabilisatrices arrière CZP Stillen Hicas Eliminator / HICAS eliminator Stillen Energy Suspension Hyper Flex bushes / Bagues de suspension Hyper flex Energy Stoptech 332x32 Front disks and calipers, cross drilled, zinc plated / Disques et étriers avant Stoptech 332 x 32 Stoptech 328x28 Rear disks and calipers, cross drilled, zinc plated / Disques et étriers Stoptech arrière 328x28 I think that my first mistake is to have left the front strut bar away! I will reassemble it and check by lifting a corner slightly...

I had my first Spa Francorchamps track sessions last week-end, and my 300ZXTT turned the switch to "full pleasure"! After the second 25 minutes run, having pushed a little closer to the possibilities, but still staying far from using full 500 Bhp power, everything whent fine, including the StopTech brakes, Tein suspension, and even T1R toyos. But then, partking the car on a slight slope on the Datsun-France stand, .... I could not close my driver door correctly! I put it back on flat zone, and even with this situation something had moved, and I continued with the locked door... entering the passenger side! :mellow: So now: Is this coming from the lack of rigidity of the body? The car is lowered, on coilovers, with 19" wheels, and the suspension was on "hard" adjustment with the dry track. The behaviour was great, staying absolutely flat on bends, so I suppose that the efforts on the body were maximum. The good news is that the windscreen did not broke!!:cool2: The front strut bar was disassembled when I drove the car back from Manchester, and I did not reinstalled it as there were marks both on the engine and on the inside of the boot. Is this a fists step to consider? There is no strut bar at the back, and I had the sheet roller at the back out of its place once. The rear strut bar is to consider for implementation also? I suppose the maximum rigidity will be achieved with a true full cage, but this is not yet in my plans for the moment. I have seen that extra bars can be implemented inside the car, so what is the best solution to improve the body rigidity, apart from the swaybars that are already implemented? Thanks for your experience on this, as I would like to reinforce the LWB targa that I know is not the best compared with a SWB slick top of course!

I had a drive on Wednesday and 200 miles around the Ardennes close to the belgium border. Very nice roads, valleys and forest with all the bends that you expect to enjoy... What a drive, and what a car! I am sure Barry was having a watch with a smile as I was boosting for real fun! RIP Barry, and thanks to all of you who had a word for him.

Just some information I know since I started discussions about the sale of his beautifull Z... There was chimiotherapy occuring at intervals from September last year. I never asked more than how he was when we had exchanges by mail, and he said that it was hard time but showing good results. When my decison was taken to buy his car mid October, he said that as the therapy was showing good results, and he had to have an operation in the hospital to clear the issue. I postponed my visit in Manchester until he was back from his operation. I flew to Manchester on December 14 with Catherine, my wife, and Barry was waiting for us at the airport with his wife Katia. We had immediately a friendly atmosphere, and we drove to his home. The wifes were having a chat together as I was having the first view on his Z... with every detail meeting the expectations. After a nice cup of coffe, it was pouring rain, but Barry took me first for a drive around, then stopped the car, and said "your turn"! Quite a discovery... but what a car! I was amazed how the traction was efficient even on the flooded streets... Back to his home, we went through all papers and details, and the deal was done. Then I asked him what were his troubles about with the operation, and he explained me that they had to open from throat to the stomach to get rid of the damage caused by this cancer. You could not tell that he had such a serious operation, and he was just smiling and joking as if all was history... I had a few mails since, and he always answered with the best attention and nice words about Christmas and the Champagne from Reims that he enjoyed with his wife. My last mail a few weeks ago was left without answer... until his wife sent me the terrible news. The cancer had spread to the lungs and liver. My meeting with him was half a day, but I will always remeber him for sure! Such a nice chap, enjoying every minute of life, smiling and laughing, but also showing interest with people he was meeting. I am very much affected with this unexpected issue, and illness can be horribly devastating. I am sure that he still has an eye from up there, and I will have a thought for him everytime I turn the key to start the engine. My Spa Classic sessions end of May will be dedicated to him. Bye Bye Barry...

The news are very sad about Barry. I just recieved a short line from his wife telling that Barry passed away on 20 of April. My condoleances to her and the family. I will keep the friendly image from Barry when we met in Manchester end of last year. Enjoy life everybody, because it is too short...

Thanks from France, Gary! Been advised from my office that it has been recieved... and will enjoy tomorrow when back!:thumbup1:

Thanks from France, Gary! Been advised from my office that it has been recieved... and will enjoy tomorrow when back!:thumbup1:

Hi Jean-Charles, Hope you will enjoy the company at Datsun-France: It's a nice family on there! And I will be at Spa Classic, so maybe we have the chance to meet. Thanks for your help for Fairlady300 forum

The area here is covered with a nice thick coat of snow, so no real possibility to have a ride around... I took the opportunity to have a warm up session, with the computer connected to the Emerald ECU and data logging. Everything works fine, raising some more questions: 1. The MAP sensor is giving values on "live measurements" and data logger that agree together (as it comes from the same sensor), but the values on the Greedy EBC are not in accordance with those values when having a look to compare between digital instant readout on EBC and software data... Could that come from different units? Calibration issues? Or something else? 2. There is a narrow Lambda sensor connected to the Emerald software, so I suppose that one of the two sensors is giving values. On warmup, the voltage value was nearly 1 volt until temperature of engine coolant was up to 70°C. This is 11.0 AFR or less: Safe but rich. Then, I could get values down to 0.11 Volt by opening the throttle slightly (2500/3000 rpm as quick pushes), coming close to 14.0 AFR on throttle release, but then back to 12.5 AFR on idle. I deduct that one bank of cylinders is on survey with one of the two narrow Lambda probes on the exhaust. The Emerald software is made for applying a multiplyer to the input voltage, so that when correctly programmed, the voltage range is extended artificially to 0-5 Volts, giving a better resolution from the reading. Question to emerald users: Are you using this "extended" range, or staying with the 0-1 volts range? I now have a nice set of data during warmup just for initial test, and the real log will come when the road will allow a drive! It was also too cold to have the wide lambda sensor implemented... as temperatures were staying around negative celcius inside... too cold for my fingers when connecting wires to the ECU plug!!

Agree jaffa, just trying to see if it could come from some "typical" area... Thanks Eggs. The car is definitely running a MAP sensor with two separate inlets. MAF is gone with that change. Emerald software has the MAP connection and calibration. The Pressure (or vacuum) runs an extra table that applies corrections to the injection values (and to the timing).

Many thanks jaffa for those clear explanations. You now discover my level of ignorance, but I try lo learn with your help! So the boost control is activated and works, and the EBC is just probably used as a dispaly of the MAP pressure. Again, I will not touch anything on the emerald until I have found why the back of the car was black after the trip back from Manchester... It must be rich for some reason, even if the mapping was perfect back in 2010 when processed. Have you any idea where it could come from?

Thanks John, 2. Understood. Will not change for now to avoid map incorrect data for injection and timing. 3. Here are the screens of the maps in the Ecu: A. Initial identification downloading from Ecu, after configuration download for correct definitions: So this is the original mapping done. B. Map 1 which is the one used as standard (low boost & up position on switch installed to change from Map1 to Map2 or Map3), and values for Boost control / Open loop: All values are 0!! Why?? C. Map 2 corresponding to center position of the switch, not tested when driving for now Most of the values are 0 again, but some values are with % up the load and up the rpm Please explain what they mean against the supposed 14 psi boost? D. Map 3 corresponding to down switch position and not tested either Same as table from Map2: Some values up the scales. Now, since the mapping has been done, Barry has installed a Greddy Profec B-specII which is an EBC. It is switching ON when starting the car, and giving the MAP pressure values as you drive. I did not took the chance to have a look when I was pushing with boost... having no habbit to look at my left knee when the thing is pushing 460BHP!! The question now is how is the thing connected and parametered? Here is a picture of the center console where the Profec is located, and you can see the switch for maps on its left. Is the Emerald Boost control still active?

So, going some more steps understanding how the Emerald Ecu is managing the 300ZX TT! 1. Wide lambda recieved but not yet implemented. This will allow to follow what happens on the AFR values. I will put pictures of the installation when done... 2. VTC is connected and the PWM1 table is giving the on/off situations related to load and rpm. I had comments from french guys saying that they do not see why it is activated at 0% load, as this is just eating too much petrol when cruizing on motorways under limited speed ... Here is my table for VTC activation, so please have comments comparing with what you have? Would you change some values? 3. The Emerald boost control function is not activated. I have the three maps implemented in the ECU and I can select each of them with the dedicated switch. Then, I suppose that I should program manually the max boost on the EBC depending on the map choosen? The three boost levels are shown on the Emerald result sheet as enclosed: Low boost / Map 1 = 10 psi Medium boost / Map 2 = 14 psi High Boost / Map 3 = 18 psi If the boost control is activated into the emerald software, there is no need to change the selection on the EBC. It will just stay on 18 psi max, or should it be disconnected? John, maybe you could explain why the boost control from emerald was not activated? Are there other issues around it?

Hummmm... Jechar, I introduced registration data on Friday at fairlady.com forum, and I am still not confirmed for messages to post! Are admin having a look once a month?? Not exactly expected, and I will have forgotten my password for connection when allowed! Not the same as on here... Is it still live?

Hi Jechar! Reims to Arras... just enough to warm tires between our places! Yes, I do know the fairlady300.com forum, and had some read on there as it is kindly mentionned in the Z32 section of my original forum http://datsun-france.fr/forum/index.php I started with Classic Datsuns before the Fairlady! I'll most probably appear quite soon, but for the moment, I am trying to learn as much as possible from mine. It comes from Manchester, and the ECU is Emerald... So lots of informations to learn from UK specialists. Is your name on french forum the same as here? Thanks for contact!

Thanks jaffa! I had the information... but did nor read it... !!

John, thanks, I recieved the diagram by mail. Right, I can now understand the way it is connected. That gives a possibility to choose for the RPM using it. The ECU version is K3, and I am using K6 on the ZX, hence some differences. However, I never studied the VTC with the Emerald as this is new with the 300 TT. So now: 1. The exhaust can be too restrictive as the manifolds are the stock ones. That would correlate with what you said about the mapping initially, as temperatures were raising with high boost... just like the engine not able to flow the gases anymore. What are the ways to check this... without taking the risk to overheat? 2. The VTC being on/off without proportional signal, will this make any big difference with progressive action? I suppose that initially with the original Ecu, the VTC is proportional? Is there any information somewhere about this VTC mapping showing values aginst rpm and load? Jaffa, are you driving the VTC proportionnally? 3. Before looking at injection and advance sparking, the data between bhp and torque shows that there is something making a limitation. The gap is too high. I suppose that if it all comes back to the exhaust flow, this physical restriction can only be solved with larger manifolds allowing more flow? Is there a chance to overcome this issue differently, or test something that could open another door for better match between bhp and torque? No, Noz... there is no place where someone could look at the Emerald system close to me! The nearest would probably be south London if there is a specialist in this area...Even if I say that management systems are very similar, the rolling road guys here are reluctant to put a finger into something that they do not practice... That's why I am trying to learn as much as possible for the moment.

OK: Innovate LC-1 with wide lambda probe ordered yesterday and delivered this morning! Some installation planning to try and fit quite soon. This will allow to make progress without judging "blind". Now, I do not understand my mapping from what you state jaffa: 1. All three maps in the ECU have a mention in the descriptions saying " VTC CONTROL OFF". Here is example of map 1 at lower boost 10 psi. 2. Vtec switch software page in the corrresponding section is showing this, and I do believe that this is no good parameters: 3. The VVT parameters are just default values I suppose, and they are not used either: Could this be because of the initial first mapping of the TT version, and not yet having all functions implemented? Now, on the other hand, my cams are improved ones from JWT type 400+ and defined according to the following description: "400+ CAM SET 90-95 300TT 264 DEG/375" LIFT +4 DEG. ADV ON EX L.C. THIS IS OUR NEWEST ADDITION TO THE 400 SERIES. EXCELLENT CAM CHOICE FOR 450-650 HP CARS, GOOD IDLE" Could this explain that the VVT is not used? Are those cams not compatible? Or is it useless according to the specs? Thanks for your explanations and knowledge about this issue. I realized now extracting the maps from the ECU that the Map1 is the default in memory and in use with the switch that BazzaJG was considering as the one to be used on regular basis. This is 10 psi boost (only), but already 460bhp and 404 ft-lbs torque, and I could feel it from a push!! Those maps are quite good already, at least from the feeling you get in the car! I can compare with the SL60AMG which is just under 400 bhp, and I could really feel the difference... but this could be from turbos reaction compared with 6.0L engine just atmo... By the way, I am showing pictures of my Emerald K3 software configuration. I do not know if this is considered as confidential, not allowed, or any other situation... Please indicate if this should not be shown? To my opinion, the software is dowloadable on the Emerald website, and the parameters are just what is implemented in my system. Do you show maps for ignition or injection to compare according to the engine configuration and choices, or are those confidential? I would find usefull to go deeper in the data... but tell me, please! Thanks!

John, it looks like you have not recieved my mail yesterday? Can you please send the wiring info to my mail "mypseudo on here at sfr dot fr"? Thanks! One more question on Emerald configuration: The Nissan engine has a VVT system on cams giving variable valve opening on inlet valves. Is this independant from the emerald management, but still active? Or should this system be driven inside the emerald software? If it is independant and active, is there a way to take the variation into account in the maps?