Tricky-Ricky

Probably right, nobody is going to agree anyway, as we all come at this with different perspectives, and since i am perfectly capable of fitting and mapping my own ECU i am biased anyway, as i know how difficult/easy it is to create a generic map.

I think you will find its actually the license fee that most object to, and before you get on the "oh but you pay a license fee for MS office etc" bandwagon, the difference is that you own the MS office to do with it what you like, however with Up-rev you just own the license, you can do nothing with the software. And may i suggest if you don't like to discus this then just don't post on the subject, and leave it to those that do.

Yes you definitely have the std DE motor, i was pretty sure that the Skyline 350GT never got the rev-up motor, the JDM Skyline could be ordered with any number of extras and add ons, so getting mix and match stuff is also pretty common. Your dyno print out is also correct as far as the power figures go, mine made pretty much the same, but at less RPM, which may be down to the gear they used, and despite the red line being at 6.5K RPM they will rev out as they have a speed limit but not a hard rev limit.

I think i have asked you before about the fact that you have a Skyline 350GT that actually runs a rev-up motor, but anyway i will ask again as by your dyno graph you have a std DE and not rev up, and if you have it would be the very first 350GT that is in the UK, they are common in the states as the Infiniti G35. With the plastic engine cover removed and looking at the front does you engine look like the one at the top, or the one below?

Great improvement, looks good, interesting strut brace you have.

Earlier point missed anyway, the problem with open source mapping software, is the problem with being able to access the std ECU, a lot of modern ECUs are locked and cannot be written to without the access code, which is probably why Up-Rev charge for the license, i would suspect that they have a concession from Nissan, not that i think the amount is justified. As for the remap, don't forget the original Nissan map is generic, so if you think about it why shouldn't it be generic for a remap, i know dam well that if i was doing the remap i would have a generic map for each type of breathing mod already written ready to upload, it saves a lot of time and if the customer wanted certain tweaks then it cuts down the time spent faffing about on the rollers, although every car may slightly different, its unlikely that there will be enough that will change things by more than a couple of bhp.anyway

Brand snobbery is still alive and well i see!

This! Is the pump speed /voltage controlled by the ECU as load increases? otherwise its unlikely to vary in its sound output.

It has always struck me that its rather expensive for the DE remap as in theory its going to be a pretty much generic map, if you think about it you can only fit certain mods before a remap, and as the std ECU will basically dial out anything improvements, the remap is tailored to take into consideration these upgrades and just loaded to the ECU, OK there will be various things people want, like mor than one map on cruse control cars, but in general its only ever going to require a quick tweak on the roller to get the end result.

Guess i must be deaf then.

Clutch thrust bearing, i have not come across many that are quiet, so i wouldn't worry.

Going back the the original question about 4" exhausts on an N/A, and despite my attempts to explain the different theory behind why turbocharged engines are different to an N/A, and needed a lager exhaust, which turned into a "i know best" discussion, LOL! As i said before if you want to change to an aftermarket exhaust, and you want it to help make more power with the help of other breathing mods and a remap, then do check to see if its actually been developed to achieve a power/torque increase rather than just made to a pattern design, as there is no guarantee that its will actually make any real difference, aside from more noise.

A 3" exhaust on a turbocharged engine will be good for at least 750BHP, so its not likely to limit an N/A engine, An N/A engine needs an exhaust system that designed around the engines pulse characteristic's, whereas a turbocharged engines biggest restriction is the turbo it self, so anything you can do to make the exhaust after the turbo flow more freely will help power, so doing the same to a N/A engine will just result in disappointment. I personally wouldnt agree with that, i ran a 3" system on my Rx7, it was running 450bhp on low boost, over 500bhp on high boost, still only 1.1-1.2 bar, i swapped to a 3.5" system, the turbo spooled quicker and result in a few more bhp, had i gone to 4" i would have noticed similar improvement again http://www.exhaustvi...-pipe-diameter/ A 3" exhaust on a turbocharged engine will be good for at least 750BHP, so its not likely to limit an N/A engine, An N/A engine needs an exhaust system that designed around the engines pulse characteristic's, whereas a turbocharged engines biggest restriction is the turbo it self, so anything you can do to make the exhaust after the turbo flow more freely will help power, so doing the same to a N/A engine will just result in disappointment. I personally wouldnt agree with that, i ran a 3" system on my Rx7, it was running 450bhp on low boost, over 500bhp on high boost, still only 1.1-1.2 bar, i swapped to a 3.5" system, the turbo spooled quicker and result in a few more bhp, had i gone to 4" i would have noticed similar improvement again http://www.exhaustvi...-pipe-diameter/ +1 I ran a 4" system from turbo back on my rx7 helps the turbo spool faster. There are plenty of people that run 5" systems on turbo cars May apply to a rotary due to they need scavenging effect to work effectively, but in general a 3" exhaust will be fine for your std configuration turbocharged combustion engines, i ran 550BHP on my Supra with a 3" exhaust, and know plenty of others making far more power on a 3" exhaust, and others running in excess of 1000BHP on a 4". system. But in any case i think you guys have misunderstood my point, i was mealy saying that on a N/A engine a large exhaust was not necessary, and indeed contrary to making power, whereas a turbocharged engine needed a large sized exhaust. So the 750BHP was a genaralisation. No didnt misunderstand A car will happily run the figures you quoted on 3" exhausts, but you will get better gains from a larger exhaust as the chart suggests LOL!You both seem to be reiterating what i have already outlined. Anyway not having a Willie waving competition, and ignoring the conjecture from the countless exhaust size calculators available on the Internet, i was just trying to point out that running a bigger diameter exhaust that not been specifically designed to increase performance will likely result in a loss of power form an N/A engine, simple!

A 3" exhaust on a turbocharged engine will be good for at least 750BHP, so its not likely to limit an N/A engine, An N/A engine needs an exhaust system that designed around the engines pulse characteristic's, whereas a turbocharged engines biggest restriction is the turbo it self, so anything you can do to make the exhaust after the turbo flow more freely will help power, so doing the same to a N/A engine will just result in disappointment. I personally wouldnt agree with that, i ran a 3" system on my Rx7, it was running 450bhp on low boost, over 500bhp on high boost, still only 1.1-1.2 bar, i swapped to a 3.5" system, the turbo spooled quicker and result in a few more bhp, had i gone to 4" i would have noticed similar improvement again http://www.exhaustvi...-pipe-diameter/ A 3" exhaust on a turbocharged engine will be good for at least 750BHP, so its not likely to limit an N/A engine, An N/A engine needs an exhaust system that designed around the engines pulse characteristic's, whereas a turbocharged engines biggest restriction is the turbo it self, so anything you can do to make the exhaust after the turbo flow more freely will help power, so doing the same to a N/A engine will just result in disappointment. I personally wouldnt agree with that, i ran a 3" system on my Rx7, it was running 450bhp on low boost, over 500bhp on high boost, still only 1.1-1.2 bar, i swapped to a 3.5" system, the turbo spooled quicker and result in a few more bhp, had i gone to 4" i would have noticed similar improvement again http://www.exhaustvi...-pipe-diameter/ +1 I ran a 4" system from turbo back on my rx7 helps the turbo spool faster. There are plenty of people that run 5" systems on turbo cars May apply to a rotary due to they need scavenging effect to work effectively, but in general a 3" exhaust will be fine for your std configuration turbocharged combustion engines, i ran 550BHP on my Supra with a 3" exhaust, and know plenty of others making far more power on a 3" exhaust, and others running in excess of 1000BHP on a 4". system. But in any case i think you guys have misunderstood my point, i was mealy saying that on a N/A engine a large exhaust was not necessary, and indeed contrary to making power, whereas a turbocharged engine needed a large sized exhaust. So the 750BHP was a genaralisation.

You can get genuine Brembo for far less, if you want performance pads then go for Ferrodo, EBC, Pagid,or one of the Japanese brands.

Was this a constant thing IE every time you stop? could be the idle side of the throttle control playing up, or even a slight air leak from the PCV system.

A 3" exhaust on a turbocharged engine will be good for at least 750BHP, so its not likely to limit an N/A engine, An N/A engine needs an exhaust system that designed around the engines pulse characteristic's, whereas a turbocharged engines biggest restriction is the turbo it self, so anything you can do to make the exhaust after the turbo flow more freely will help power, so doing the same to a N/A engine will just result in disappointment.

A larger dia exhaust on an N/A engine will change the reversion characteristics of the exhaust and loose you both power and torque, Its also one reason why people don't get the expected performance increase they thought they would when changing to non specific design, the same also applies to decats, as the std exhaust its designed/tuned to take the cats into the equation. But most of the time people don't notice the difference as the extra sound makes you think its more powerful anyway, most exhausts for N/A cars are not even developed with power increase in mind, just louder/better sound.

I am surprised that you can hear a std pump, never heard mine, it sounds more like an electrical connection fault that a failing pump to me, i am sure there would be a CEL if the pump was having problems, and you would see a stored ECU code.

I take it there where no CELs when this happened?

I am starting to wonder if its a loose exhaust heat shield that your hearing, and the fact that you say its only when the car has warmed up could also be a factor. Oh and yes NGK. PLFR5A laser platinum. plugs are the correct type.

Sounds like the wait was a good thing then, as when you first posted you said that the traffic was very slow, and driving an non cooled car in slow traffic is as i said asking for trouble, obviously the roads where clear when you drove home, so there would be enough air speed to keep temps down, glad you got it back without further trouble.

i would definitely walk well away from the tuners whoever they are, going by your replies i can see that its unlikely that you have pinking as such, although in my experience it can happen under the right circumstances, The air flow meter is the plastic box that has a plug going into it thats connected to the air filter either directly or by a short tube, depending on the filter type you have. What plugs have you got? IE the letters and numbers? platinum plugs are fine as long as you have correct fitment and heat range.