so finally got almost everything 2gether to put on my 2nd gen V1 on my ride and I have three choices to go from here:

1. run a AEM adj. FPR, 370cc injectors, A32 maf, walbro 255HP pump, and JWT S/C program with 370's programmed in and A32 maf program and a 3.125 pulley

2. run a AEM adj. FPR, 370cc injectors, Z32 maf (which I also have laying around...wiring was done by hal and he tested it so I know the pigtail connector he rigged up is good), walbro 255HP pump, and JWT S/C program with 370's programmed in and Z32 maf program and a 2.87 pulley

and lastly
3. run a AEM adj. FPR, 370cc injectors, Z32 maf, walbro 255HP pump, and JWT S/C program with 370's programmed in Z32 maf program and a 2.62 pulley with the stock rev limiter left alone by JWT (to not overspin blower)

which one should I run? I know the target HP is a question which will be raised, but I have read a lot of people are having issues with the Z32 maf working and having the car run smooth and idle even with correct wiring jobs (which makes we want to lean towards the 1st option--the A32 maf)...

would ultimately revving the engine out to 7200rpm cause more wear to my engine and tranny or would running the 2.62 pulley with the stock rev limiter?

what rough approximate whp/wtq levels would I be looking at with each option to help me decide what to go with...?

other mods are: (I have full 2.5" mandrel exhaust (y, cat, b, muffler) except for headers which I am working on getting and will eventually have an electric cutout as well...I also have a CAI rigged for the S/C and a MEVI)

option 1 would be the most "plug & play" correct?
would option 3 require more than 370cc injectors or the Z32 maf with the stock rev limiter?...
or would I just bump up the base fuel pressure a little to get more out of the 370's?

 

Why do you need a adjustable FPR if your gonna have you ECU tuned for the injectors and MAF??

 

but wouldn't the walbro throw my base fuel pressure out of wack...so I would need to turn it down...after all, the ecu doesn't change the base fuel pressure (it's not like they program in a higher pressure fuel pump)...so I will be still running too rich and hence the need for an adj. FPR correct?

 

I'd ditch the ecu altogether.... e-manage + JS is the way to go.... that way - you don't even need the maf and you have much more control over your tune.

I just like the adjustability factor which you don't have with the jwt. My.02

 

I like the thought & safety of a completely flow referenced system of AFR tune...no dyno tuning (a lot of money) and if I had the power of an emanage at my finger tips, I would be tempted to mess with it...(a bad thing)

 

if you get a wideband o2 sensor with datalogging - you save money that you would otherwise spend on a dyno... and god forbid you change ANYTHING on your setup. Another downside of the jwt is that it is supposedly quite conservative in its tune.

 

conservative in which way? isn't 12.5:1 a good AFR (what JWT programs for) for the most power while still being safe to run in SOCAL where it gets up to 90 degrees on some days? or should I be running leaner or richer to squeeze out more power?

 

I would not bother with the AEM FPR or the JWT ECU.

370cc + Z32 + Walbro + E-Manage(ign/inj/support).
Use a wideband+emanage to get the AF perfect for idle/cruising (mid 14) and on-throttle (11.5-12.5 depending on what you want), and pull out whatever timing you feel safe (maybe pull .85deg for every psi, and add 1 total back after tq peak.. just a suggestion)

 

I'm using live edit but if you've got a 95 then I'm not sure it's setup the same way.
Bernard would have to help you there on if that program will work.
The 370's and adjustable FPR and the 225lr/hr pump is fine. The pump won't effect fuel pressure just fuel volume. You can install that anytime.
I generaly don't go under 11.5 AFR at WOT on anything. My maxima's still at 10.2 at WOT at 12psi. (turbocharged) I'm very safe with fuel and timing right now and it's making great power. I'm not going to have any problem turning 13's this spring with a 200,000mi stock VG.
I'd just as soon not give JWT any money with the attitude they gave me! I also don't like that I could not adjust anything with their ECU or watch what was going on. Forced induction isn't like ordering a happy meal with these car's from what I've seen It's alot of time and research. It's also better to find a person who's able to tune it if your not up to the task. A couple hundred bucks will save a few thousand on a burnt up engine.
~Scott

 

well...just thought about a few things and with my engine being at 133K miles right now...although it compression tests well...I believe I could reach with setup # 1 320whp and maybe 340whp with the addition of headers and an exhaust cut-out...with all other supporting mods (considering stephen max hit 348whp with headers on a 3" pulley and Z32 maf/JWT ecu setup and no exhaust cut-out)....(knock on wood!) so....for the time being that is sufficient to me...I think I will still run the Z32 maf though (as requin @ 320whp was starting to show some leaness around 5.5K with the mevi and 3.125 pulley and A32 maf)...plus atleast then if I do choose to run a smaller pulley I don't have to send in my ecu again...I can just slap the pulley on and still have a completely flow referenced setup...!

so what AFR is ideal then? is 12.5:1 too conservative on JWT's part, I could always have them program for something else? some of you might be wondering why I am so stuck on getting a JWT ecu setup...it's simply b/c I can get mine for free as a guy over there owes me a big favor...lol

but thnx guys for all the input!!! I will come to you guys in the future...

besides, I already have a brand new exedy stage 1 clutch in my car, so I don't want to throw away a new clutch...so I will have to stick with setup #1...perhaps when I need a new clutch...or finally get my '01 AE 5spd maxima...I will switch up to the e-manage and 2.62 pulley! then it should be some fun

 

well if you would have mentioned that you get a free ecu in the first place - then i wouldnt have wasted my time typing all that **** up haha...

 

............................

 

1. Get ECU for free
2. Sell ECU
3. Buy E-Manage
4. Profit

 

but honestly if you guys had to choose between running the 2.87 pulley to 7200rpms and running the 2.62 pulley to the stock rev limiter, which would you choose? mind you I have a mevi....but would the extra boost of the 2.62 negate the gains by sitting in the "meaty" powerband around 7 grand?

 

A couple things

JWT is conservative with timing, not so much AF. Pulling timing way before peak torque is what seems to be their down fall, in addition to pulling too much after peak torque. If the tune is not being set for a particular cars set up then you run into problems like this. But in general their program will be safe and work fairly well. I liked my NA program alot. Another thing I worry about is that they probably don't extend the 16x16 map with their extended redline. I bet they just go off the last load reading. I don't know that for sure, just guessing.

I think JWT being conservative with our ECU's is not as big of a problem as other Nissan's. For example, most 240 SR20det guys run T25's T28's, much smaller turbo's than us and they can run more boost than us because of their compression ratio. So these guys easily max out their turbo's before the motor. 18-20 psi is all you can run on these smaller turbo's and their motors can handle it just fine. So it is very important for them to get every bit of power out of their set up because their turbo's are already maxed out. For us, we generally use T4's which can see 30psi, but our stock motors will never see that much. We can simply turn up the boost a little more to compensate for the conservative tune. This does not help off throttle response too much though. All of this is just speaking in general terms and of course there are many exceptions to it, but it gives you an idea of what I am talking about.

In planning my out my turbo project I also am going back and forth on how to tune the car. Going with JWT just seems so much easier. Also, what is needed to do your own tuning can get real expensive when you start adding everything up. E-manage with support tool, ignition harness, injector harness, Pressure harness. Wide band o2 sensor with data logging capabilities. Some sort of consult data logging to see your timing because although e-manage can pull timing it does not tell you what actual timing is. Your gonna probably want to data log boost and EGT as well which can be done via something like a ZT-2...but then you gotta buy their $165 boost sensor and $65 EGT probe. All this stuff is $1500 easy. But it would be the best way to go to make the most power possible.

Personally I am not looking to break any records at the track or the dyno. All I want is a safe, reliable 320fwhp +/- set up for my daily driver which I will take to the track a few times a year. I can achieve this with A JWT tune and a few gauges.

There is a huge advantage to having everything monitored right in front of you though. You will know exactly what is going on with the car, which is why I am still considering tuning it myself.

 

I almost got impatient and was going to buy somthing that could piggy back like E-Manage or somthing similar until Bernard helped me get the Pocket Romulator up and running with Live Edit. Other than not having map trace I think it's very easy to make changes and tune with. I bought a wideband for 240.00 off ebay and document the o2's and change my fuel map to put fuel in/out where I need to. I was driven to do my project on a budjet and I made it happen.
~Scott

 

well couldn't I just tell JWT to add a little more timing before torque peak and after? or, if I don't care about the extended rev limiter, I could just pay TS to mod my current TS ecu for another $150 to put in the A/F graphs and timing graphs I choose...but I would have no clue what would be best until I get on the dyno I would think after the S/C install...

how do they specifically program in the 370's and Z32 maf exactly?

 

2.62 would boost earlier. Less "lag" I would think to be a positive.

 

if you get a wideband, can i use it?

 

I will run the 2.62 pulley and emanage when I get my 5th gen....eventually! that sucka should fly (variable valve timing, the 5th gen VI...so no low end loss...mmmmm)

can emanage alter valve timing? or is that definitely not a feature....what would be able to do that short of ecu reprogramming which they don't have for the 00-01 max..?

in the mean time I'm gonna stick with Z32 maf, 370's, 3.125 pulley, JWT S/C ecu, mevi, headers and 2.5 inch mandrel bent catback with high flow cat...

don't feel like throwing out the exedy stage 1 just put in...just to run a smaller pulley...plus I still don't trust my 133K mile engine (with more than 340whp) even if it has good compression #'s...!

 

You would think for $600 they would, but they just want to sell you the program they have.

the injector size and MAF are very simple to do. It is a matter of entering a different K value under the global setting which will automatically change all other parameters to compensate.

 

Valve timing has to do with the cams. There is no way possible to do this on a VQ30DE through any kind of ECU modification. The only way to do it is through different cams. On a VQ35 there is continuously variable valve timing so the ECU could change at what point the intake opens and closes but I don't think emanage could.

 

on the VQ30DE-K there is continuously variable valve timing as well...what I really meant is, it takes the ecu to change when the valve opens and the duration of which...I know honda's can buy vtec controllers and change the switchover points...but that is rather an on or off selenoid type thing which changes to different lobes rather than just slowing down or speeding up the cams...like on variable timing...so I guess e-manage wouldn't be able to do that...didn't know how powerful it was...so the only way would be to have a ecu company like JWT or TS alter the ecu code...which none of them do on 00-01 maximas as of yet...


I talked to Brian at TS and he told me they will put in any A/F and timing I want (for my 4th gen)...as long as I sign a waiver...lol (but they still have figured out how to extend the rev limiter) and they are working on 00-01 ecu's but with no definite date of availability...

how would I go about telling them what AFR and timing I should have...what would you guys suggest for the 3.125 pulley, mevi, CAI, headers, high flow cat, catback? anyone on here have a timing graph of a WOT run on their JWT S/C ecu program?
(all of this is if they figure out where to change the coding for the 370 injectors and Z32 maf)

 

I am glad you called them. I was thinking about asking them if they could do a boosted program. Obviously, they can do the timing and AF since they have an NA program, but was not sure about the injectors and MAF. From guys who I have talked to who do their own ROM tuning and stuff I have read, you want to back off timing a couple degrees right before peak torque, and advance it back a little bit after that. That is kinda a general rule of thumb I believe. but this was also on factory boosted cars which will have less timing than our car so that may change things.

 

I basically used the stock ecu IG timing...I only have data up to 6300rpms or so...the auterra only recorded at that last point...I basically subtracted 0.85 degrees for every pound of boost...(took 7200rpms and divided by 11psi and got 1 pound of boost for every 654.54rpms)...so after all the calculations and crap, here is a graph of the proposed timing including a 1 degree increase from 4700rpms and on (my current tq peak being at 4677rpms....using that as a hypothetical torque peak for now until I know the peak with the S/C) to the end of the graph as Hal suggested...

would this timing be okay with a 12.5:1 AFR ratio (and 2 step colder plugs) like the JWT S/C program employs (seems like 12.5:1 is a good ratio, might as well keep it)



that last timing point # is 17.85 degrees and 17.65 before that...

 

I am no expert, but that is pulling way too much timing at the lower rpm. I see no reason to pull any timing on a SC max below 4K rpms. Again, I am no expert, but what I have seen you would want to just keep the stock timing map until right before peak torque, then add some timing back 500 or 1K rpms after. Some guys even advance timing before peak torque, but that is on factory boosted cars so I would just stay with the stock timing map up to about 4K rpm's or so. Your not seeing much boost then anyhow.


**edit** a SC max won't make peak torque till way past 4700 right? I always forget when we are talking SC of TC. You might want to just slightly decrease timing as you approach redline then. No need to pull all that timing.

 

i vote for number 4.... turbo the biatch

 

Not to bring this thread any further but the 00-01 DEK does not have Variable Valve timing, but It has a variable intake manifold. Although the VE, VG (i think), and the VQ35 all have variable cam-phasing, the VQ30 never had variable valve timing of any form (in at least American versions of the engine).

One of many threads explaining that VQ30s don't have NVTCS:
http://forums.maxima.org/showthread.php?t=180019

A very good explanation of the differences between NVTCS and VTEC and why a basic VTEC controller won't work:
http://forums.maxima.org/showthread.php?t=262261

Anyway I hope ZEMulator comes out for 4th gens soon because that looks to be a very good setup especially for boosted maximas. It would be a lot more customizable than emanage and much cheaper than emanage and JWT together. Although it may be a while before it comes out, I would consider it over the emanage route if you were willing to run a more basic fuel system for now.

 

I always thought that increase from 190hp to 222hp was a result of a variable manifold, freer exhaust, and variable valve timing...so they got a 32 crank hp increase from just slightly freer exhaust and a variable intake manifold? I know they lightened some more internals...but still...

but looking back at magazine articles...I guess your right...thought I read it somewhere though...

the VG did not have variable timing...I remember my 3rd gen gxe...RIP

dammit, I wish nissan had given us their CVTCS...are cars would be rockets!