I'm aware that the less madening way of the doing 3.5 swap would be to do what vsamoylov did and convert the entire car in order to get the CVCS since the gains are pretty significant (11% at low RPM according to this http://www.nissanperformancemag.com/march04/ask_sarah/, that's over 25hp), but I'm not as lucky as him (finding a smashed 5.5 gen for 1550$ ). I recently asked someone I know who has worked on nissans alot (but with older stuff, SR20DE's, VE (ok that one's recent), Rb and KA that didn't hold up...) and like everyone he said get boost but brought up Motec and aftermarket 5.5 gen ECUs (might be full of **** on that last one though) yeah okay I'm rambling but problem is they only seem to do them for Skylines... and don't list any prices.

This: http://www.turboclub.com/Build4597/prod6.htm

EDIT: 2400$ Ouch

 

EDIT: 2400$

Thats more than that smashed 5.5g .

 

Yeah but I finally got that quote after my initial post

 

You could probably use anyone of 3-4 diff standalones to run the engine only. How are you going to control the other 3.5 related systems. You even know how to properly set up a stand alone??? I sure in the hell don't (well haven't tried yet but it ain't easy).

So after spending $2400 on the unit, THEN what? Now you have to find someone that can set up the unit with the Nissan coil on plug config. Great. Now you just spend another $1000+.

 

That's why I dropped the idea. As for standalone, we'd have to make it forget about e-gas, and the rest of the sensors except those plugged in the engine.

 

How exactly do you make "forget" anything. E-gas?

 

As in; the ECU will not work if all the other important 3.5 systems are not hooked up to it. E-gas is the electronic sensor they use on 2k2+ instead of throttle cable, if that was a question.

 

Can you be more unspecific or are you doing this on purpose?

 

Okay. Here goes, but I'm warning you, I did research, and nothing turned up; Basically, what vsamolov did requires a donor car, my idea was to get the 3.5 ecu and only the wiring that is absolutely essential to run the engine in order to increase horsepower and torque at certain RPMs with the Variable Timing Control they use on 3.5-powered maximas (http://www.nissanperformancemag.com/march04/ask_sarah/), which requires the 3.5 ecu, and keep everything else (power windows, moonroof, headlights, and other things that aren't directly related to the engine) running on the 3.0 ecu and not have to rewire the entire car like vsamolov did. I was asking about this since I found an engine for 1500$CAN and could get Ecu and essential wiring for 250-300$ more.

 

That doesn't tell me much. You will have to get a 3.5 ecu pin out and see what it controls.

 

Yes, but I wanted to know if the ECU will correctly work on the engine and only the engine without being connected in any way to the 3.0 ecu since the only parasital part of the car would be the engine. Everything else, including my 3.0 MAF and my 5-speed tranny, O2 sensors, gauge cluster and RPM(since it's connected to Tranny) would be connected to my 3.0 ECU.

Thing is, I am not sure the 3.0 ECU will work without being connected to the knock sensor (since the KS would be controled by the 3.5 ECU) and if the 3.5 ECU will work independently controling the Variable Timing, Knock sensor and other sensors related to the engine, or would it need to see a 3.5 MAF?

If I completely cut off the engine from the transmission and the rest of the car to have both ECUs working independently.......

 

well it looks like the answer is no...

http://members.rennlist.com/pbanders...m#Introduction

On a simi-related note, this might mean that SR20DEN was wrong when he brought up the use of a 3.0 ecu/wiring harness with the entire 3.5 engine;

Quote: "In the D-Jetronic system, engine load is determined by measuring the intake manifold pressure with the MPS. Ti is also affected by specific operating conditions - cold start, engine speed, idle, part-load, full-load, cold/warm/hot engine, acceleration, and air temperature. These conditions are sensed by inputs to the ECU from Start, TS1 and TS2, TC, TPS, and the MPS. The ECU adds additional pulses (during acceleration) and/or modifies the value of Tb for these conditions, resulting in the final injection pulse of Ti. The synchronized pulse of duration Ti is gated to the appropriate paired injector drivers, which are designed to provide the proper drive characteristics to control the injectors."

 

why the in the hell would you want to make it so convoluted? In all honesty either do what vasily did or what tilley did.

Side note, Nigel is currently working on a full standalone system using the AEM EMS (i think that's what it's called)...why not just wait to see what he comes up with, as i highly doubt you have the skill to work out little things like cam phase diagraming/mapping...