:tup:

Very true ...............

so when you get this sussed I'll drop my car over and you can knock it up for me in a couple of days?

Yep ..........

Have spent the last 6 days chasing BCM security interactions with the Motec. The M150 will move the VVEL as we want it to, and it takes throttle signals and moves the throttle blades as we expect .................

We can get the car to turn on, but as soon as we hit the starter and it cranks, we are losing power on pin 53 which shuts down the ECU andit does not start.

It appears that AU-spec ECU/BCM combo is subtly different to USDM spec ECU/BCM in this department. The shop in Oregon who produced the M150 firmware package (based on their own Z34/TT) have been uber-helpful but it seems we need a couple of CAN messages for 2 specific PIDs to make it all hang together.

I have the car booked in to Motec Research to do a CAN-sniff to figure out exactly what the ECU needs to publish on what PIDs to keep the BCM happy so it supplies power the way we want.

Close, oh so close but no banana's just yet. Soon though.

Once the MOTEC is running the OEM setup, we'll perfect the tune on the dyno before we move to stage 2 and install the new engine and sequential gearbag and see what it delivers.

When this is all done, we can supply a patch harness, and M150 and the M150 firmware package (IP comes from a shop in Oregon) and you can have what we have. The research is the killer but we are close !!!

I really hope you meant "knock it OUT in a couple of days?", otherwise what are you doing to these cars BG?!

Australian slang ..... "knock it up" means put it together .... taking the US interpretation which you've assumed, Keith would have said something else that will get me on trouble with the reserved work checker on the forum

LoL

So, we have an answer

Firmware supplied was for USDM base/touring model ............. as the original development car was a touring model

The AU Z34 is "Sports" spec ................

On the 'Sport' models you have a 'clutch high' (pin 43) and 'clutch low' (pin 41) in the ECU.

Nissan quite literally programmed the BCM different between the Sport & non-Sport models. On either model there is a clutch position on the CAN *from* the BCM (how the current firmware package is receiving it now) so the BCM *does* know when the clutch is down. However on the Sport models it waits for the ECU to set confirmation bits of its own before it cranks -- on the non-Sport it doesn't care and as long as it seems simple CAN communication from the ECU it will crank.

What we were seeing with the original firmware package was the BCM dropping power to the ECU when it saw a crack request in the absence of the CAN msg from the ECU saying "I know the clutch is down" ......... what a crock ......... a new firmware is being built and once Motec-certified, we have it in my car.

Anyway, that should mean we are ready to fire the OEM engine with the M150 early in January. We are intending to run a full tune to see what the Motec can do for us ............ and then .........

We will fiddle with gear recognition and and then traction control via the M150 before pulling the OEM engine and installing the Quaife and VQ40HRGA engine ......

racecar=headache

Excedrin headache number 43.

So it speaks ............

Makes ~230Kw atw on 98RON with the M150 running the engine.

Massive thanks to Vitaliy at VitViper who has been extremely patient with us and who spent countless hours remotely logged to our Motec halfway around the globe.

His Motec package runs the VVEL natively (VVEL computer removed from the loop) and Vit has options for rolling traction control, anti-lag for FI and a bunch of other stuff.

We now have a patch harness design that can be duplicated at will .. I will approach Specialty Wiring to see if they are prepared to do a package for USA but getting the wiring thru the firewall is a job best left to an expert.

We are now ready to move onto the final stage in 4 or 5 weeks to finally assemble the heads and make the short engine whole, add the ITB kit and put the Quaife sequential behind it and into the car.

The only thing required now is an engine bay harness we can cut up as my 4-litre engine is VVEL delete (HR head conversion) and for Motec Research to calibrate the Jenvey ITB stepper motors.

We will be adding a couple of standard Motec features to Vitaliy's package (clutchless flat shift on the upchange with rev-match and same on downshift) which should work well with VitTuned traction control. I have a paddle-shift kit in my shed for later as well.

Home stretch in sight

230Kw is about 308 Hp. I think? You're getting there. :tup:

Near enough ... the hub dyno I have always used seems to "read" a lot lower than some others on the forum, but it is the relative measures I am after, not the outright number.

looking good Robin
Cant wait to see the results once the motor is built up.
cheers
K

Bump

:iagree:

:yum:

Any update on the Motec? Are you running a sequential tranny? Does it work with the Motec?