Mark@Abbey m/s

looks the wrong sensor I am afraid

Due to upgrades we have a Syvecs S6 and Patch loom for sale for Nissan 350Z (DE and REV UP) Looking at £1600-00 with base maps. Can also fit and tune if needed. Any questions ask away Thanks

I doubt it will be 28Deg C running thou.

The Vortech IAT's will see around 70+ Deg C after a pull on a dyno. Remember the IAT sensor is in the Air flow meter so it is blow through 350Z . On the Stillen on the 370Z it is again in the Air flow meter but this is before the SC unit. 'One of the things we do when we fit a Stillen SC unit is we fit a IAT in the plenum so the ECU sees Charged IAT's in the ECU.

@MartinW The issue is to keep the NATS other than fitting a new ECU is the get the NATS code from Nissan this will be the problem Nissan never want to give the NATS code out we have found. I can try a good ECU in your car with the NATS turned off to check if the ECU is the issue which I am certain it will be if you have a drive to Abbey. The ECU if you buy from Nissan UK will be a straight fit and go as it will come in its virgin form that will code itself re the NATS once fitted.

Try running some toe out on the front around 10min’s a side this will help with turn in You could try running a stiffer rear bar this will help cancelling out the understeer.

Seen this a few times and we quote the same costs as Horsham. Within the ECU there is 2 Eprom , 1 controls fuel ignition etc the other the idle control and the NATS. The Idle Eprom becomes corrupted resetting this also resets the NATS which cant be re-coded cheaply. So we turn the NATS off with a Uprev reflash. Normally this is caused by the Throttle butter flies being opened manually. We advise this not to be done even with the Battery and Throttle bodies disconnected.

did the £399-00 quote include alignment. I would think 3 hours for the springs + alignment

In relation to the expected SC kits sold it isn't worth developing a SC kit I feel. We have all suffered from the US $ strengthening against the UK £ and the GTM kit was a pretty good kit until the company folded.

We stopped supplying this set up when our supplier folded his business I am afraid

Those are hub torque figures. You would of had 2 sets of dyno plots. The above plot is hub torque and hub bhp. The other plot will be flywheel torque and AFR plots. you can divide the hub torque by the overall final drive ratio on the plot to get a flywheel figure

Car hasn’t been tuned

@nub did you see this thread re a MK2 Nismo on a UK dyno. after what was been spoken on the Facebook page re Nismo 370Z BHP

I agree it should be around 340 bhp stock. Some people quote 350BHP for a MK2 Nismo but I am sure it is 339/340bhp. I am not questioning Horsham Dyno just the numbers seems a little low

wheel or flywheel BHP figures?

If they are long tube headers the stock Cats wont fit anyway. These bolt up direct to the Y pipe

The headers will bolt on but I seem to remember the dimension on a HR header is different for a DE for scavenging effects.

Is the dyno local to Zagreb? What engine management system are you using on the Zed?

If your speaking to wiring specialities your talking to the right people. If you go Link ECU they already have the 350Z Canbus data so that saves a huge amount of time. Wiring Specialites will be able to make the loom take any of the Link ECU’s that are capable to of running 6 cylinder motors. Should be plug and play.

Peak cylinder pressure will be around max torque which looking at the above graph will be around 3000rpm

https://www.blackcircles.com/helpcentre/tyres/how-do-i-know-if-my-tyres-are-run-flat-tyres look at the sidewall numbers/letters

more power/torque at lower RPM is going to stress the components more (rods/pistons) due to cylinder pressure and the RPM (lower RPM means the motor is seeing peak cylinder pressure for longer) Cylinder pressure is higher when a motor is making the peak torque higher RPM means peak cylinder pressure is lower and sees the peak cylinder pressure for a shorter time. This is the issue with the DE/REV UP VQ motors and the weak con rods If you turbo the motors on stock rods when your in a big gear (5th/6th) cruising on the motor way you open the throttle car makes full boost very quickly due to load but accelerates slowly so seeing peak torque=high cylinder pressure for a long time and this will cause the con-rods to fail. If the car was SC this wouldn't happen as boost is in relation to RPM but once the motor is making higher RPM the motor sees peak torque later on in the RPM range. This is why we can tune a SC car to over 400+ bhp on a stock DE/REV UP motor but we tune the torque out of the turbo car to make it safe.

sounds like a worn valve bucket to my ear it is definitely at cam speed. Only way to really check is to pull the cam covers off and check the valve clearances if one is a long way out of tolerance it is a major job to change, front cover etc off to allow the cam chain to be removed to allow the cams to be removed.

Those castor readings are spot on what we see on the later 70's. I would of set the car up with less Toe on the front (more closer to parallel) would help these cars a lot , the later 2018 cars drive better than the early 370Z on Bridgestones but not if the alignment was as bad as this car was when initialled checked. We have never seen a new car with a good alignment set up.

Yes they do , the HR 350Z and the early 370Z motors used the same paper gasket the later 370Z used a re-inforced gasket set