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I feel obligated to inform all of you of my recent progress in my NA->TT conversion. I have secured the last few items necessary to complete the project and they will be here next week. I have been waiting for the intake plumbing which I made a deal on and they should be here next week. I ALSO have a wings west body kit coming to me in a few days in which I will be making a mold from and producing my own kit from. Thanks Rob! The kit doesn't belong to me, but I have made a deal with the owner to provide him $$$ on a WW spoiler that he wants in trade for letting my borrow the kit to make a mold from. I'm going to be modifying the WW kit to produce a "smoother" look by eliminating the raised section in the middle of the chin, eliminating the goofy scoops in the side skirts and smoothing out the scallops in the sides of the rear valence. Gonna have my own unique body kit, with the necessary scoops for the larger (40%) intercoolers from a Silvia S13 (Im not planning on making the IC scoops in the fascia larger though). I found an awesome oil cooler core at a local junkyard, in good shape and about 50% larger than the stock unit, no leaks and is quite clean for where it came from. Here's a pic of the engine how she stands, but I am planning on lathing out some polished aluminum covers for the pulleys that will resemble the CAS. I have a company who is working on making a set of aluminum hardpipes for me (sent the CAD drawings over to them) and we are only waiting now on the 2.5" dies that should be to them in a week or so. The injector issue, if you dont know... I purchased a set of 550cc injectors from a guy in japan, $435. They were all in excellent condition, but the problem with them is that they are "peak and hold", low resistance (3ohm) injectors. They can be used with the Z32 ECU, but because the ECU is designed for saturated type injectors (12ohm), a small modification is necessary to use them. 10W, 10ohm resistors need to be installed inline with the injector lines in order to protect the injector for current overload AND to keep the ECU from throwing a code because of the higher resistance. The other issue to consider with these peak and hold injectors is that if you are driving them with a "saturated" system, their reaction time will suffer. This is because a peak and hold injector's driving citcuit (ECU hardware) produces a 4amp peak at the beginning of the pulse, and then quickly drops the current to 1amp to "hold" it open. Peak and hold injectors have a better response time because of this, but in a "saturated" system, reaction time suffers because the resistors drop the current flow down to 1amp and the injector doesn't open as quickly as it would if you hit it with 4amps. Saturated ECU electronics deliver a square pulse of about 1amp for the duration of the pulse. Add a resistor to that and the actual current to the injector is even lower. This creates what is called an "invalid time". The invalid time is the time elapsed between the point where the current is applied and the injector completely opens. In order to overcome this problem, the EPROM maps must be modified to compensate for this. Since the invalid time is the same whether the injector is held open for 1ms or 25ms, it is simply a shift in the entire fuel map by that "invalid time" value. Pretty simple, eh? Heh, JWT wants $100 to do this. Worth the money though, its a necessity. So with that out of the way, the EPROM on its way to JWT with one injector for them to test what the "invalid time" is, the intake plumbing on its way, and the body kit arriving in a few days, I'd have to say that the completion of this project it essentially "around the corner". LOL Just wanted to FYI you guys on this, it has been a long project that has spanned over a year, with the bulk of it really taking place in the last 5 months or so, but I'm really excited about it and just had to share. :) Here's the engine!
My CarPuter Headquarters:
[ ashleypowers.com ]
agpowers@bellsouth.net |
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NA->TT Conversion Update!! I can see the light! - 
