VQ35 / 350Z Heads / 350Z ECU Build
05-09-2010, 04:16 AM
#125
Member
Join Date: Jan 2010
Posts: 78
should have vids up soon......
We have a race the 22nd and 23 too, so should have some vids from that too.
Should be on the dyno sometime between the 16th and 20th.
This is one of the quickest revving motors I've ever heard.
The car popped 12 codes, only 2 are worth looking into but aren't even important. The other ones will be disabled next time I flash the ECU. They were EVAP, A/C, a CAN code because we have no ABS or BCM, some secondary O2 sensor heater, emissions junk
it going to be SICK
car is around 2600 w driver, so all we need is 260 for a 10:1 power/weight ratio..... I expect 270whp (and goobs of TQ) but wouldn't be surprised to see 280-285whp
We have a race the 22nd and 23 too, so should have some vids from that too.
Should be on the dyno sometime between the 16th and 20th.
This is one of the quickest revving motors I've ever heard.
The car popped 12 codes, only 2 are worth looking into but aren't even important. The other ones will be disabled next time I flash the ECU. They were EVAP, A/C, a CAN code because we have no ABS or BCM, some secondary O2 sensor heater, emissions junk
it going to be SICK
car is around 2600 w driver, so all we need is 260 for a 10:1 power/weight ratio..... I expect 270whp (and goobs of TQ) but wouldn't be surprised to see 280-285whp
Last edited by Big J; 05-09-2010 at 04:23 AM.
05-09-2010, 09:50 AM
#127
Member
Join Date: Jan 2010
Posts: 78
I can control the throttle by wire..... so I can tune it to start closing rather than run a restrictor in the intake piping or playing with ignition timing or cam timing.... That way I can make max TQ in the rest of the rev range, and keep fuel consumption and heat down.
HP will be a flat line just under our max once it comes up, it should have massive TQ under the curve.
HP will be a flat line just under our max once it comes up, it should have massive TQ under the curve.
05-11-2010, 05:20 AM
#128
Member
Join Date: Jan 2010
Posts: 78
05-17-2010, 08:04 PM
#134
Not bad numbers considering the crappy ebay shorty headers choking the flow. The only mods we have on the motor are NWP spacers, revup cams and wiseco pistons. The TQ numbers are pretty strong and has lots of power down low. I'll let J elaborate about Osiris, but without it, we couldnt have run this combo on a sentra (350Z ecu).
The car flat out flies. First race is this weekend at Roebling Road in Savannah.
05-18-2010, 07:46 AM
#135
IMG]http://i46.photobucket.com/albums/f105/jippolito001/JoeVQSentra1.jpg[/IMG]
Not bad numbers considering the crappy ebay shorty headers choking the flow. The only mods we have on the motor are NWP spacers, revup cams and wiseco pistons. The TQ numbers are pretty strong and has lots of power down low. I'll let J elaborate about Osiris, but without it, we couldnt have run this combo on a sentra (350Z ecu).
The car flat out flies. First race is this weekend at Roebling Road in Savannah.
Not bad numbers considering the crappy ebay shorty headers choking the flow. The only mods we have on the motor are NWP spacers, revup cams and wiseco pistons. The TQ numbers are pretty strong and has lots of power down low. I'll let J elaborate about Osiris, but without it, we couldnt have run this combo on a sentra (350Z ecu).
The car flat out flies. First race is this weekend at Roebling Road in Savannah.
05-18-2010, 07:53 AM
#136
From what I can tell on the street the flat tq curve is the biggest difference. No longer am I hunting for a gear or powerband. We picked up 30-50wtq between 3K-5K with the cam advance.
Its a shame we never got the exh cams adjustable but I am quite happy with the results @ 263/252.
Its a shame we never got the exh cams adjustable but I am quite happy with the results @ 263/252.
05-18-2010, 07:59 AM
#137
From what I can tell on the street the flat tq curve is the biggest difference. No longer am I hunting for a gear or powerband. We picked up 30-50wtq between 3K-5K with the cam advance.
Its a shame we never got the exh cams adjustable but I am quite happy with the results @ 263/252.
Its a shame we never got the exh cams adjustable but I am quite happy with the results @ 263/252.
You picked up 30-50 ft-lbs of torque with only playing with cam timing? Did you already finish tuning your AFR and ignition timing? That's insane. I haven't played with my intake cam timing yet, but I didn't know you could get more than 5-10hp from it.
05-18-2010, 08:19 AM
#138
Oh yes - its a lot. Do a quick comparo on the curves (no cam timing v with), you'll see the difference.
In our case the crank sensor was giving a MIL, which would shut down the cam advance. The power drop was silly. We regrounded the sensor and still got an occasional MIL, so we used Osiris to remove the MIL forever. No more issues.
In our case the crank sensor was giving a MIL, which would shut down the cam advance. The power drop was silly. We regrounded the sensor and still got an occasional MIL, so we used Osiris to remove the MIL forever. No more issues.
05-18-2010, 05:44 PM
#139
Member
Join Date: Jan 2010
Posts: 78
it was pimp to be able to delete any check engine light/MIL that was an issue....
the crank sensor code would disable the cam timing.... it was 40-50 ft/lbs in the low rpms...... it sucked, so I zapped it..... along w/ like 10 other codes for EVAP, O2 sensors, and so on.
the crank sensor code would disable the cam timing.... it was 40-50 ft/lbs in the low rpms...... it sucked, so I zapped it..... along w/ like 10 other codes for EVAP, O2 sensors, and so on.
05-18-2010, 07:41 PM
#140
Just finished the alignment and corner weighting. We have -3.7 camber fr/-1.4 rear on the bended rear axle, 4 deg of caster and 10 numbers toe out in fr.
The final weight with me is 2713. That is 6lbs heavier than the QR25DE when we ran nationals in Sept at 2705lbs. All we did since was remove the blower and heater core.
Our corner weights are ridiculous, within 1lb cross weights
With VQ, no driver (2519lbs)
RF 775 RR 505
LF 771 LR 467
With VQ and driver (me), 1lb diff cross weights
RF 808 RR 521
LF 835 LR 549
Old QR25
RF 780 RR 517
LF 837 LR 570
I have some horrid bump steer I need to clear before Friday, but the car hooks like no other FWD I've driven and is super quick out of corners. I'll have video from the track.
The final weight with me is 2713. That is 6lbs heavier than the QR25DE when we ran nationals in Sept at 2705lbs. All we did since was remove the blower and heater core.
Our corner weights are ridiculous, within 1lb cross weights
With VQ, no driver (2519lbs)
RF 775 RR 505
LF 771 LR 467
With VQ and driver (me), 1lb diff cross weights
RF 808 RR 521
LF 835 LR 549
Old QR25
RF 780 RR 517
LF 837 LR 570
I have some horrid bump steer I need to clear before Friday, but the car hooks like no other FWD I've driven and is super quick out of corners. I'll have video from the track.
05-19-2010, 05:29 PM
#142
Just finished the alignment and corner weighting. We have -3.7 camber fr/-1.4 rear on the bended rear axle, 4 deg of caster and 10 numbers toe out in fr.
The final weight with me is 2713. That is 6lbs heavier than the QR25DE when we ran nationals in Sept at 2705lbs. All we did since was remove the blower and heater core.
Our corner weights are ridiculous, within 1lb cross weights
With VQ, no driver (2519lbs)
RF 775 RR 505
LF 771 LR 467
With VQ and driver (me), 1lb diff cross weights
RF 808 RR 521
LF 835 LR 549
Old QR25
RF 780 RR 517
LF 837 LR 570
I have some horrid bump steer I need to clear before Friday, but the car hooks like no other FWD I've driven and is super quick out of corners. I'll have video from the track.
The final weight with me is 2713. That is 6lbs heavier than the QR25DE when we ran nationals in Sept at 2705lbs. All we did since was remove the blower and heater core.
Our corner weights are ridiculous, within 1lb cross weights
With VQ, no driver (2519lbs)
RF 775 RR 505
LF 771 LR 467
With VQ and driver (me), 1lb diff cross weights
RF 808 RR 521
LF 835 LR 549
Old QR25
RF 780 RR 517
LF 837 LR 570
I have some horrid bump steer I need to clear before Friday, but the car hooks like no other FWD I've driven and is super quick out of corners. I'll have video from the track.
RF = 989 RR = 571
LF = 1043 LR = 625
This year I moved the battery to the trunk on the right side and some other weight reduction at the left front. Added some mods to the right side of the car. Going to install CF trunk and hood then get the car corner weighted and aligned again.
-2.1 degrees camber on the front with 1/8" toe out with 1/16" toe in and -0.5 camber at the rear. How did you bend the rear beam for more negative camber?
The bump steer is bad on my car as well. Bought bump steer adjustable outer tie rods and a bump steer gauge. Going to see how bad the stock geometery truly is and if I can dial it down to nearly zero bump steer.
Oh have you seen the crazy stuff that Mike Kojima has done with his B15 track car?
http://www.motoiq.com/projects/proje...ra_spec_v.aspx
Last edited by 98SEBlackMax; 05-19-2010 at 05:36 PM.
05-20-2010, 09:07 AM
#143
Oh yea, I've seen Mike's stuff. I spoke to him two weeks ago at the Drift ATL event. Found out my tramlining is due to worn LCA bushings. I dialed back the camber to -2.9 and added some toe in. I'll need metal bushings, b/c the nismos dont cut it.
FYI, to get a tach to work with the 350Z ecu I went with a Sunpro 7910, set on 1 cylinder. Works great.
FYI, to get a tach to work with the 350Z ecu I went with a Sunpro 7910, set on 1 cylinder. Works great.
05-20-2010, 09:19 AM
#144
Oh yea, I've seen Mike's stuff. I spoke to him two weeks ago at the Drift ATL event. Found out my tramlining is due to worn LCA bushings. I dialed back the camber to -2.9 and added some toe in. I'll need metal bushings, b/c the nismos dont cut it.
FYI, to get a tach to work with the 350Z ecu I went with a Sunpro 7910, set on 1 cylinder. Works great.
FYI, to get a tach to work with the 350Z ecu I went with a Sunpro 7910, set on 1 cylinder. Works great.
using the sentra gauge cluster?
05-20-2010, 09:55 AM
#145
We did our own engine harness, linked in to an 03 350Z ecu (no wideband requirement). We ran new can wires for the data port, kept the Sentra body harnesses and sentra cluster. The fuel, speedo, coolant gauges work. I direct wired the speedo and coolant from the sensors to the cluster and have the Sunpro tach. There are a million ways to make the stock tach work, but with a race this weekend I didnt have time to set it up. There is no tach signal on the 350Z ecu. We have relays for the Fuel Pump and ECU power, all run off switches on the dash.
If we did it again, we'd take the maxima harness and wire in a 350Z connector at the end. Funny thing is, the alternator wasnt charging until we hooked in the dash cluster. Go figure.
If we did it again, we'd take the maxima harness and wire in a 350Z connector at the end. Funny thing is, the alternator wasnt charging until we hooked in the dash cluster. Go figure.
05-20-2010, 10:10 AM
#146
We did our own engine harness, linked in to an 03 350Z ecu (no wideband requirement). We ran new can wires for the data port, kept the Sentra body harnesses and sentra cluster. The fuel, speedo, coolant gauges work. I direct wired the speedo and coolant from the sensors to the cluster and have the Sunpro tach. There are a million ways to make the stock tach work, but with a race this weekend I didnt have time to set it up. There is no tach signal on the 350Z ecu. We have relays for the Fuel Pump and ECU power, all run off switches on the dash.
If we did it again, we'd take the maxima harness and wire in a 350Z connector at the end. Funny thing is, the alternator wasnt charging until we hooked in the dash cluster. Go figure.
If we did it again, we'd take the maxima harness and wire in a 350Z connector at the end. Funny thing is, the alternator wasnt charging until we hooked in the dash cluster. Go figure.
being a race car using a 350z ecu is really nice!
glad to see your going to be back to racing!
05-20-2010, 11:00 AM
#147
Talking it over with Mark (B13 VQ35) and the issues he had, I am very happy we went with the 350Z. Our very first dyno pull was 255whp, Mark's barely cracked 220. After 49 dyno runs we could only muster 8 more hp from the cam timing. Ignition and fuel were about dead on from the start. This could be considered a purely drop in and go mod, no tuning required.
05-20-2010, 11:06 AM
#148
Talking it over with Mark (B13 VQ35) and the issues he had, I am very happy we went with the 350Z. Our very first dyno pull was 255whp, Mark's barely cracked 220. After 49 dyno runs we could only muster 8 more hp from the cam timing. Ignition and fuel were about dead on from the start. This could be considered a purely drop in and go mod, no tuning required.
05-20-2010, 07:11 PM
#149
Member
Join Date: Jan 2010
Posts: 78
cam timing was 40-50 ft/lbs in the 2500-3500 rpm range... it didn't equal out until about 5300, cam timing drops to 0* starting around 6000rpms or so. In the low ranges it's up to about 35* and then tapers off.
There is more tuning to do
There is more tuning to do
05-20-2010, 07:16 PM
#150
Member
Join Date: Jan 2010
Posts: 78
Oh have you seen the crazy stuff that Mike Kojima has done with his B15 track car?
http://www.motoiq.com/projects/proje...ra_spec_v.aspx
05-21-2010, 08:09 AM
#151
I am curious what your dyno chart looked like once you had your AFR and ignition timing tuned to it's full potential. And then what your dyno chart looked like when you adjusted cam timing alone.
05-21-2010, 08:16 AM
#152
Your cam timing profile seems as if it would look like this (Z33)
05-21-2010, 08:31 AM
#153
Yes, that's right. But I think his cam timing went to 0 when he had that code. I am trying to figure out what the before and after would be just by tinkering with code free cam timing.
05-21-2010, 08:07 PM
#154
Member
Join Date: Jan 2010
Posts: 78
I have a bunch of data logs I need to look through. If the ignition timing and other variables are the same, except for cam timing, then you really want to have functioning CVVT.
it was huge amounts of TQ loss, peak numbers weren't affected though.
it was huge amounts of TQ loss, peak numbers weren't affected though.
05-24-2010, 10:39 AM
#155
Yeah, the CVVT definitely helps low end power. But did you ever do a dyno run with the functioning stock cam timing map versus one that you tinkered with to increase HP?
05-24-2010, 11:11 AM
#156
.
05-24-2010, 11:16 AM
#157
I may do this, IIRC SR20DEN has done it before, but I may just for poops & giggles, but d/c the solenoids and dyno & log comparing the power curves (fully functional Z33 & d/c'd). I wonder where the cam timing would be when dc'd, and if data logging would show it even if the sol. were d/c'd.. .
.From what I understand, the 40-50 ft-lbs of torque gain Big J noticed was caused by a completely disabled cam timing solenoid due to the MIL they got.
05-25-2010, 08:26 AM
#160
Had a couple issues crop up a the track this past weekend. The crank sensor is either fried or the wiring needs a refresh, the rpms the ECU saw were wacky over 4K and the motor was cutting out. It was also running close to 210deg after 6 laps. I think there is air trapped in the block/heads.
I drove around at 20% throttle in 4th gear.. got passed by Miatas, but had a good time. No leaks or other issues, so thats good. Next race is June 18-19 at Road Atlanta.
I drove around at 20% throttle in 4th gear.. got passed by Miatas, but had a good time. No leaks or other issues, so thats good. Next race is June 18-19 at Road Atlanta.
Last edited by smokinjoe; 05-25-2010 at 08:35 AM.