ENR34

OK - so a few posts back I explained the start of my search for what was occurring with my stock ECU RB25DET Neo, causing it to hesitate when boosting. I had found a fairly obvious ignition timing reduction, which I though could have been coming from the knock sensors reading some activity, or from the stock ecu hitting a limit. I had logged some data through Nissan Consult, and this was the result : A big hole at about 3000rpm, and then back down there again from about 4000rpm onwards. The timing values not where I would have expected them to be, based on a quick look at the stock Nissan timing maps : About 23 degrees of timing at 3000rpm would be better (than my recorded 13 odd) and at 4000rpm about 27 would be great. Things improved slightly after taking the knock sensors out of the loop, and also turning the boost back to 10psi, but still holes in the ignition timing trace, just not quite as bad. I went back to the drawing board, and started reading up on the limits...

So, in my last post I was getting confused as to which set of ATTESA ETS codes are used by an R34 GT FOUR sedan, as it seemed to be contrary to what the factory shop manual said. I did some more research after responding to a request for help from a post on sau.com.au  from a guy with a Stagea, and I ended up getting a look at a Stagea workshop manual and wiring diagrams. Seems that there are a few variants of the ATTESA ETS system across Skylines/GTRs/Stageas. The Series 2 Stagea (with the NEO engine) is very similar to the R34, which is really no surprise. By similar I mean that the wiring looks almost the same, error codes ARE the same as my Sedan GT-Four, but there are a few interesting points to note. The S2 Stagea and R34 GT Four both appear to have a 3-axis G sensor, whereas S1 Stagea and older Skylines (R33 GT4 perhaps, and R32..?) only have latitudinal and longitudinal G sensors. You can tell by the differences in the wiring diagrams, there is an additional sen...

After some time driving my ENR34 sedan with RB25DET NEO6 engine, I had finally been able to resolve some AWD problems, mostly wiring incompatibilities in the stock looms of the ER34 GTT engine ecu and ENR34 body loom. I had also now managed to get power to the ATTESA ecu, and put it in diagnosis mode, which gave me some codes. I had expected that the codes listed in the English R34 supplement manual for my model would be correct, but then it had also told me to look for lights on top of the ABS/ETS (ie ATTESA) ecu, but in my sedan there were no lights. Diagnosis gave me these codes initially: 12 61 72 63 According to the manual this meant : 12 - front left inlet solenoid valve and circuit 61 - G sensor 1 and circuit 72 - nope there is no 72 63 - G sensor 1 or 2 and circuit Well that was odd, I was confused by a code 72, which wasnt even in the manual. And the G sensors and wiring hadn't been touched. A strange set of codes. Wondering if something was wrong with...

So, after a long story of fixing my ABS/ETS wiring issues, I had a functioning ATTESA ETS control unit at last. But things were not quite right with the whole system, so I ran the control unit diagnostics. How to run diagnostics on an R34 ATTESA ETS My car is a GT FOUR sedan, so a little different to a BNR34 GTR, but mostly the same. It seems the procedure is slightly different depending on whether your ATTESA ECU has visible lights on top, which flash diagnostic codes, or if no lights, the ABS dash light can flash codes when in diagnostic mode. You can put the ATTESA ECU into diagnosis mode using the grey Consult plug which is on the panel under the steering wheel, near the bonnet release handle. The plug is on the back of a trim piece that has a clip on one side. Now strangely enough I had to diverge from the English language R34 Service Manual for this procedure. The manual says to observe flashing lights on the top of the ATTESA ECU, which is in the boot/trunk behind the r...

After having the car for a while, I started to notice a kind of surging / hesitation when on boost. Some times the engine would feel fine, other times the performance would feel noticeably blunt. Once when I got the car back from the mechanic, it felt absolutely terrible the whole time. On that occasion it turned out to be that they had disconnected one of the knock sensors and left it unplugged. I ran a ECU diagnostic using my paper clip method - it alerted me to a knock sensor issue. The hesitation issue was nowhere near as drastic as the unugged knock sensor, so I was considering a few things that may have caused the problem : Spark - lots of RB25 and RB26 hesitation issues are caused by faulty coil packs or other ignition issues like cross firing to the head. I am running stock coils, so these could be a problem. Fuel - insufficient fuel could be a problem. However I think I have my fuel pump and return line issues resolved at the moment, running a Walbro 460lph pump, with...

I took the plunge and bought a 1998 ENR34 Skyline GT-FOUR, in four door sedan shape. The car started as a KR4 Sonic Silver auto, and the GT-FOUR model is RB25DE Neo engine only - no factory turbo model available here, perhaps to keep some distance between it and the GT-R. GTT visits the GT-FOUR in the workshop However, there are a bunch of other things that the GT-FOUR model misses out on, compared with either the GT-R, or even the GT-T like I had previously. Rear suspension hub/carrier - steel in GT4, aluminium in GTT/GT-R Rear suspension uprights/shocks - eye type in GT4, fork type in GTT/GTR Front suspension hub/carrier - steel in GT4, aluminium in GT-R Brakes - woeful 2-piston in GT4, alloy 4-piston Nissan caliper GTT (310mm), alloy 4 piston Brembo in GT-R (324mm). My plan was to use GTT parts where I could to keep costs low, and go to GT-R if parts were 4wd specific, so the list was : Stagea WGNC34 RB25DET neo engine R33 GT-R 5 speed gearbox GTT rear hub/carrie...