We are proud to introduce a game changing product for the 3S platform. In close collaboration with Ashspecz.com (renowned on the 300Zx Z32 platform), we have adapted the Speed-Density-Translator (SDT) to work on the 3S platform with plug-n-play functionality. The SDT was completely redesigned specifically to incorporate our unique 3S platform needs. We are opening up the project to beta testing with priority to shops and highly experienced 3S users and tuners on 4/26/21.
First, what is the SDT? The SDT is a MAF sensor replacement that allows for the restrictive stock MAF sensor to be completely removed from the intake. A small intake air temp sensor is added between the intercooler and throttle body. Airflow can then calculated via Speed Density vs the stock Karman Vortex sensor. This allows for far superior airflow especially needed for larger turbos. A cost effective speed density option has been a dream of many and myself since owning a 3S. I have personally tested near a half dozen SD devices on our platform with mediocre to horrible results. The SDT has exceeded all my expectations. The SDT provides factory drivability and with Chrome maintains factory safety features. Gone are the days of the MafT and hotwire GM mafs and stock mafs and all the ugly intake pipe setups. I’m excited to see the custom intake setups this device will allow.
Is the SDT a Piggyback? In many ways the SDT is similar to the MafT in that it replaces the stock airflow sensor. The SDT was initially designed for the 300ZX Z32 platform as a live tunable dual maf sensor replacement. For the 3S platform the SDT had to completely re-designed to incorporate the HZ input. The SDT does not intercept and manipulate stock sensor signals like a piggyback does. The SDT replaces the stock maf and translates the airflow calculation into the required signal the 3S wants to see. During development the stock 3S maf was flow tested to provide translation calculation. The calibration was developed on my 1999 VR4 (20T turbos) and a BPU 94 stealth TT (stock turbos) both running chromeV2. During testing and tuning we found the same SDT calibration file worked beautifully on both cars which were both previously tuned via chromeV2 for a stock 3S Maf. We have been in constant testing on my 1999 VR4 20t car running chromeV2 since June 2020 with amazing results.
Does the SDT replace my stock Maf? Yes. It comes with a a plug and play harness and new iat sensor. The harness plugs into the stock maf plug and the installed iat temp sensor. The harness is then routed through the firewall grommet on the passenger side. The SDT will be housed near the ecu in the center console for environmental protection. Also the SDT provides the ecu with constant simulated values for the baro and original iat. These values are not needed for the stock ecu caclulation as these changes are accounted for in the SDT. You will also note during datalogging these values (iat and baro) will not change. The maf it self will need to be removed to take advantage of the SDT. We offer a Maf Replacement Filter Adapter with high quality K&N Filter. Or you may want to source SD pre-turbo pipes and individual filters instead.
Does the SDT require tuning or calibration? For the 3S platform we found that stock turbo cars and large turbo cars running stock mafs use the same SDT calibration file and it works wonderfully on either setup. The SDT has been tested to 25 psi. The higher boost pressure the less the tune deviated from the calculated values. Future testing may provide further development of the 3S calibration file. As announced before, we are opening up the project to beta testing with priority to shops and highly experienced 3S users and tuners. With more beta testers any potential stock calibration improvements will be announced here. For the 3S platform we highly recommend using the SDT with a Chrome Ecu. Tuning the Chrome Ecu via the fuel, load and VE tables like one would with a stock Maf has produced great results. The calibration can be adjusted and updated. For advanced users with exotic setups like a huge single turbo, or race car type setups, calibration changes may be helpful. The calibration software is via a Win10 laptop and can be done live. That software will be available here. However it is expected 99.9% of users will use the provided stock calibration. This will help for future ease in potential troubleshooting.
What is the boost limit of the SDT? The internal map sensor is capable of a max of 100 PSI. This well exceeds any know 3S boost capability.
What does the SDT weigh? Less than the ½ the weight of a stock Maf.
What is the small monitor screen for on the front of the SDT? The SDT uses rpm, air intake temp and the screen provides instant feedback that the SDT is reading these inputs and working correctly. It is recommended the SDT is not mounted to show this screen as it is unnecessary beyond this function.
If I want to run speed density, then why do I need this SDT? Won’t ChromeV3 offer built in speed density tuning? Unfortunately it is anticipated that no future version of Chrome for the 3S platform will offer native speed density capabilities at this time. All beta versions have not provided satisfactory results in usability or tuning.
Why is there a WBO2 input? A future software update will allow for the SDT to help auto tune your car. The hardware is already available on the SDT. A future update will have this function added. While it is not required for a properly tuned car, wbo2 feedback tune correction is something we realized could be added easily added.