|Because I fooled the ECU with the 550 cc
injectors and the double size AFM I suspect
the ecu is giving incorrect timing.
Obviously I expected to have to re-tune the
ECU anyway to suit the fuel and air mods but
may have not realised the timing
implications.Well as mentioned I took the Nissan HR32
GTS4 to Dr Drift – Sam Cornell this morning
to see if we could sort out the bad noise
problems and generaly check over the entire
ECU etc.As he is the only person that seems to
specialise in remapping the Nissan ECU in
Melbourne I was happy to only have to drive
20 klms instead of 1200 klms to Adelaide to
see Martin Donnon again just to tune the
car. Sam seems to know what he is on about and
said he would do a baseline run just to see
what was going on regarding my concerns on
the modified AFM I had created to allow the
Mazda RX7 550cc Injectors to work OK on the
Nissan Skyline RB20 turbo and at least be drivable to be able to
get it to a workshop to be tuned.
I have to say that in talking to Sam, (Dr
Drift) initially before taking the car over
to his workshop, he expressed some concerns
with the Mod AFM causing a problem with the
AF ratio and the fact it may be extremely
difficult to map the mod AFM to get good
stable AF ratio and it may be running lean.
Sam suggested that some of the 15yr old AFM
units are causing some problems and maybe
worthwhile to get a new Z model AFM that he
could easily map.
Well after running the RB20DET up on the
dyno he logged the AFR ( Air-Fuel-Ratio) at a steady 12.2
across the rev range! AFM Modification
PROVEN TO WORK with 550cc Injectors near
spot on. The timing needed a 2-3deg retard
but that was all on 13PSI the std gate non
Admittedly the idle was a bit
ordinary, mainly ok but occasionaly
hesitating and near stalling but at least
OK what was the RW-KW?? – DAMN only 106!
The problem is that the virtually brand new
$800 Soderstrom torque Converter is totaly
slipping all the way to 5000rpm and Sam
could not go any further until I get this
I remember that Martin Donnon did say when
he tuned it at MorPowa up to about 180KW
that he suspected that the trans was
slipping then but I did not want to belive
it because I had recently spent $3000 on
getting it completely rebuilt and how could
it possibly be the problem?!?
On the return journey home to Victoria I
blew off one of the intercooler hoses
passing a truck and was able to fasten it
again without too much drama and I said to
myself “THATS why Martin could not get the
power up, it must have been loose and
leaking” – Stupid they did not check!
Glenn, (Turbine) suggested we drive over to
Street & Strip Automatics in Seaford where
he got the Jatco for the RB20DE+T Drag Car
built to talk to Alex about what to do to
sort it out.
Looks like I will have to book the GTS4 in
for a week or so for him to remove the
Soderstrom TCI 2700 Stall Torque Converter
to get sent away for rebuilding. As well I
intend to get the whole box disassembled to
be rechecked that all the expensive kevlar
clutches and bands are still OK after ONLY
less than 5000K’s of driving around reving
the car at no more than 3000RPM because of
the noise problem that no one seems to be
able to accurately identify.
I am starting to wonder if maybe the strange
noise is the bloody transmission as well!!
Well in hindsight I should have guessed that the noise was going to be bad!
It was the bigends knocking from lack of oil pressure from the oil pump that the screws were later found to be coming out of the internal backing plate of the oil pump. After the engine had completly almost ceased to run we pulled it down to find the reason why and could not believe that the oil pump could come apart so easily with all the screws loose and obviously leaking all pressure internaly into the sump.