MAF Testing : Nissan Skyline GT-R Mass air flow sensor

We have/use a lot of MAF or mass air flow meters for Nissan Skyline GT-R. 

Old cars. You will probably see me write that 100, 1000 times on here and to people. Obviously nothing is forever. In the terms of vehicle electronic components that live under hood, and are subjected to years of vibration, and heat, they can and will break.   The Nissan RB mass airflow sensor is a great device, and is given a bad rep by people that don't understand how it works, and why it is a superior system to measure an engines requirements in many cases(not all).

• RB26 : RB25 : RB20 MAF : Nissan Skyline GT-R Mass Airflow Meters : Troubleshooting and Repair
• Vented Blow Off Valves on a Mass Air Flow Meter Nissan Skyline
• 3D Printed Mass Air Flow Meter (MAF) Delete Pipes
• ECU: Nissan Skyline GT-R 2020 Upgrades - Engine Control Unit : Engine Computer

Bad connections, bad solder joints, blow off valves to atmosphere, and leaks can all cause issues.  What seems like a 2500 rpm limiter, is often a bad/failing sensor. Stalling when you let off the throttle is normally a BOV to atmosphere.  The R35, or later Nissan blade style sensor is superior to this era of Nissan MAF, but its not a simple plug and play. It requires a housing, wiring, ECU tune to support the later MAF. 

Since we have a lot of MAF, I had to see if I could sort a good RB26 MAF from a bad one

The mass airflow sensor (MAF sensor) is a critical component in the fuel injection system of the Nissan Skyline GT-R. It measures the mass of air flowing into the engine, which is then used by the engine control unit (ECU) to calculate the correct air-fuel ratio for combustion.

The dual MAF sensors are located before each turbo, and  consist of a heated wire or hot film element that is exposed to the airstream. As the air flows past the element, it cools the element, and the ECU measures the amount of current required to keep the element at a constant temperature. This current measurement is then converted into a mass airflow reading. As you can see in the video below, an RB26 will actually run on no MAF. It even will take throttle. I don't recommend driving one like this, but if you suspect issues, unplugging both MAF may allow you to limp home. 

They often fail because internally the connector into the OEM board solder joint cracks. This creates an odd or failed reading. Normally just reflowing the solder joint can fix it. 

Testing a MAF

I made a little rig with a Milwaukee 12v battery, some Anderson plugs, and a Fluke multimeter. It seems that when the output voltage settles above about 0.16 v with no movement, then the MAF runs good on a car. When it drops lower than that, the MAF does not work in most cars we have tested.  

This MAF seems to test OK. I do hate when someone uses the orange OEM Nissan silicone to seal a MAF. 

I also use an ECUtalk to look into the MAF. Here you can see the front MAF is 1.2 volts, and the rear 0.8 volts. Its pretty normal to have a split up to about 0.5 volts. Closer together would be in theory better, but with different intake and exhaust tracts, this is what we see. 

A bad MAF sensor can cause a variety of problems with a Skyline GT-R, including:

Engine hesitation or stalling

Rough idle

Poor fuel economy

Increased emissions

Check engine light

Here are some of the symptoms of a bad MAF sensor in a Nissan Skyline GT-R:

Engine hesitation or stalling

Rough idle

Poor fuel economy

Increased emissions

Check engine light

Engine surging

Engine knocking

Loss of power

If you experience any of these symptoms, it is important to have your MAF sensor checked by a qualified technician as soon as possible. A bad MAF sensor can cause a number of other problems with your Skyline GT-R, so it is important to have it replaced as soon as possible.

The MAF sensor is a relatively inexpensive part, and it is relatively easy to replace. 

Here are some tips for preventing MAF sensor problems in your Nissan Skyline GT-R:

Keep the air intake system clean and free of debris.

Avoid driving through deep water or puddles.

Have the MAF sensor cleaned or replaced regularly, as recommended by the manufacturer.

By following these tips, you can help to keep your MAF sensor in good condition and prevent problems.

OEM MAF metering ranges

From Skylines Australia and Sydneykid (converted to RWWP)

------ --------- OD mm--- RWHP ---- RWHP ---- BHP ------ BHP

No of AFM's ---- -------- 1 ---------- 2 ------------- 1 -------- 2

RB26 ---------- 65 ------- 200 ------ 400 ------- 271 ------ 474

RB20/25 ------ 80 ------- 300 ------ 600 ------- 376 ------ 683

Z32 ------------- 8075---- 340 ----- 685 ------- 415 ------ 763

Q45 ------------ 90 ------- 400 ------ 810 ------- 479 ------ 890

R35/Nissan   70  ----- 300---------600
R35/Nissan   76.5-----350 --------700

R35/Nissan   88.9-----500--------1000

PMAS HPX   63.5----580 -----   1160

PMAS HPX   70 -----640------- 1280

PMAS HPX   76.5 ---830 -----  1660

PMAS HPX   88.9 ---1130 ------2260

This is a decent rule of thumb for MAF flow to horsepower.  Like any rule of thumb its not exact, and misses a few factors, but its close enough to eyeball. 

N/A and Turbo Engine HP= MAF (g/s) * 1.25

Supercharged Engine HP=MAF (g/s) *1.1

N/A and Turbo Dynojet WHP manual= MAF (g/s) * 1.1

Supercharged Dynojet WHP manual =MAF (g/s) *0.95

As you can see in this HKS chart, a stock MAF at around 5 volts, or maxed out is about 275 g/s, that equates to just about 340 hp at the engine each. I find the OEM sensors are about done by 4.7 to 4.8 volts or 200 g/s which is about 250 at the engine, or 220 at the wheels each. 

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Nissan Skyline Parts and Toys

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R34 GT-R ECU - ECM Pinout - Or Computer Wiring Diagram

R34 GT-R ECU or engine control unit or ECM

ECU for Nissan Skyline GT-R : Engine Computer

ECU = Engine Control Unit
ECM = Engine Control Module

I have had R32 GT-R ECU/ECM information up, and I have had the R34 service manual , but not the R34 ECU. 

ECCS Wiring Diagram

R34 GT-R ECM wiring diagram

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Nissan Skyline Parts and Toys

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Air Conditioning Troubleshooting Nissan Skyline GT-R R32 - ECU Issue

I always try and mark parts. Otherwise I never remember later

This was a bit of an odd one. We had a car that had a non functioning AC system. The system was charged, good pressures. All the codes came back good, but the clutch wouldn't engage/ system wouldn't turn on. 

Air conditioning relay ground is on pin number 9

The ECU mostly provides a ground to turn most things "on".  The power or hot side comes through a fuse. When the ECU makes the ground the circuit is completed. This includes things like the fuel pump relay, and for the air conditioning though the dual pressure switch, the air conditioning relay. 

On this car, I had used an ECU that I had in stock for a friends car. It had some other weird ECU issues, and this ECU seemed to clear them up.  However when later troubleshooting the AC issue, we found it was not providing the ground for the AC relay.   We swapped ECU to another ECU, and the AC functioned correctly.   

Burned circuit in the ECU. 

It even showed up on the case, but it does not appear like the case contacted anything in the circuit

GT-R ECU pinout, looking when mounted

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Nissan Skyline Parts and Toys

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R32 Skyline Haltech Elite Mounting Kit from OST Dyno

R32 Skyline Haltech Elite Mounting Kit

There are clean ways to mount your aftermarket ECU, and then there is stuffing it under the carpet, and hoping no one steps on it.  So far there are a few small companies in the US, that make nice ECU mounting brackets.  It seems the rest of the world likes to just leave the ECU hanging, or laying, as it may be.  This kit from OST Dyno mounts your Haltech ECU under the dash. 

This mounting kit includes everything needed to securely mount your Haltech Elite underneath the glovebox of your R32 Skyline (should work for all models but only tested in a GTR). Elite ECU not included

Features:
Stainless steel construction
Easy installation (about 10 minutes)
Keeps ECU out of passenger footwell where it may be damaged
Provisions to keep jumper harness neat and tidy
Clears JDM road flare mount
Made in the USA

Note: The Series 1 (pre-August 1991) cars have a different blower motor under the dash. Of course this could have been changed to a later motor at some point in your car’s life. Please confirm what motor you have. An easy way is to look at the length of the vent hose. The Series 1 is about 6 inches and runs under the heater box while the Series 2 is only a couple inches and does not run under the heater box. If you are unsure what motor you have, the Series 1 bracket will fit both Series 1 and 2 cars. The difference is that the Series 2 bracket tucks the ECU up higher due to the smaller blower motor.

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ECU: Nissan Skyline GT-R 2020 Upgrades - Engine Control Unit : Engine Computer

Stock ECU with a NISTUNE board installed

ECU for Nissan Skyline GT-R : Engine Computer

ECU = Engine Control Unit
ECM = Engine Control Module


Your car just came over from Japan, and while checking it out you notice that your ECU has some kind of sticker or badge on it. What is it? What does it do? Is it OK to run on pump gas in the US? Do I need to tune my car? Can this ECU be retuned? The factory ECU is not OBD II.  It uses Nissan's proprietary diagnostic connector, known as Consult.

The R32 GT-R ECU pin out is the same as an R33 GT-R pin out. However there are some differences in the way the oxygen sensors work.   http://nistune.com/docs/Nistune%20GTR%20ECU%20options.pdf

The R34 GT-R ECU has swapped pins for the CAS, and it has Nissan Anti Theft(NATS), so power goes to a different spot.  It is possible to use an R32 GT-R ECU in an R34 GT-R with modifications. Check the above Nistune document for more information.

Some of the popular ECU or ROM tunes that we have seen


Mines

Central20

Veilside

NISMO


They all are made for Japanese fuel, some are better than others at handling our fuel here in the US. Some are dangerous for your engine and turbo. Remember Japanese 98 RON or 100 RON is not 98 or 100 AKI like how we rate it in the US.  Much more information about octane, please read and understand the differences. You don't need 100 AKI to run your Japanese ECU.  https://en.wikipedia.org/wiki/Octane_rating

The factory ECU has two maps in it, and knock control. So if you are knocking past a point, it will switch to the knock map. The car will make less power, and it may to help save the engine. If you knock excessively, you will 100% damage the engine. If you hear a noise that sounds like marbles in a can, get out of the throttle. Nothing good comes from staying in it.  With a 25 or 30 year old car there could be 100 different things wrong with the car.   Go through all the basics first. 

Way back when, you probably knew someone that had "chipped" a car. Some snake oil sellers out there, made huge claims into extra performance in chipping a car. Most of all those claims on a normally aspirated car are bullshit. However on a turbo car, there are pretty big gains in doing something like just raising the boost. For every increase of about 1 psi, you will usually see about 15 horsepower.

ECU Sensors and part numbers

Boost -  the factory ECU does NOT have a boost sensor in an R32/R33/R34.  The OEM sensor in the engine compartment, only drives a gauge. 

CAS- Crank angle sensors - Nissan CAS or crank angle sensor is a crankshaft position sensor driven from the exhaust cam. The CAS sometimes accidentally called a cam angle sensor, has an optical wheel inside that is driven at 1/2 crank speed.  It has two sets of slots inside. One set is 360 one for each degree. The other set of slots is 6 or one for every 120 degrees of crank rotation. You will often see the signals labeled as the 1 and 120 signals.   The CAS allows you to adjust base ignition timing on an RB engine.    There are several different part's and part numbers for them.  There are Mitsubishi and Hitachi sensors.  There even a couple of shapes of the R32/R33 sensor.  The late R32, and early R33 sensors had a slightly different shape than the early R32, and R33 later sensors that were all the same. R32/R33 - 23731-02U11

Coolant temperature sensor 2 wire and 1 wire

Two wire coolant temperature sensor for an RB engine. According to NZ EFI, this fits about 50 different Nissans. 

The 2 wire sensor, is the sensor that the ECU uses as an input. It is a very important sensor. It effects startup, and running of the car.  We often see the cooling system not bled right, and an airpocket forms at the sensor. When this happens, the sensor may show 250F-300F. When this happens, the ECU thinks the car is hot, and it may not fire the injectors, based on the tune. So if you have hot start problems, that go away once you crank for a bit, the CTS is a good thing to look at, then the bleeding.  This gets back to having a Consult datascanner, so you can see what the ECU is seeing. Makes troubleshooting much easier. 

The 1 wire sensor only drives the gauge in the dash.  A cool fact, R32 and R33 are different resistances. You find these things out later, when you start a car up, and have the wrong sensor in. Then about 2 minutes in, the gauge pegs, the car is fairly cool.  NZ EFI says that the R34 is also different, need to look that one up. 

Nissan Water Temp Gauge Sender – S13, Z32, R31, R32 from NZ EFI

Nissan Water Temp Gauge Sender – R33, R34, S14, S15

MAF - OEM part number:  22680-05U00 .The stock RB26 65mm(2.55 inches) MAF(Mass Air Flow) sensors are good for about 400 wheel horsepower. Above then they run out of range and max out their voltage . More MAF information, including 300ZX, and R35 MAF

Oxygen Sensors
The R32 sensors are smaller than the R33/R34 sensors. The sensors themselves are the same, just the connector is different between the front and rear sensor. They are easy to swap around if you need to.

R32 Nissan Skyline GT-R 02, Oxygen Sensors
22690-05U21 front
22690-05U22 rear

R34 Nissan Skyline GT-R 02, Oxygen Sensors
22690-24U02 front
22690-24U03. Rear

Fuel Pump Relay - 25230-C9965


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Aftermarket ECU Brands for Nissan Skylines

Over 30 years of tuning vehicles, we have a lot of experience with stock and aftermarket ECU's.  Over 20 years of the Nissan Skyline GT-R, we have tried a lot of different ECU's.  We have fixed a lot of issues, and seen a lot of things that make us shake our head.  The best ECU in the world sucks with a shitty tuner, and an improper tune.  The most basic ECU is great with a good tune, and people that understand its limitations.   If you buy the fanciest ECU, and don't set it up correctly, then don't buy the fanciest ECU.   Our normal recommendation these days, is use whatever your tuner recommends.  You don't want to pay for them to learn how to use the ECU. There may also be some tricks in setting it up, like Haltech, TPS, and ATTESA don't always get along.

Most people insist on a MAP sensor, when a MAF actually does a better job of measuring actual airflow into the engine than a MAP.  However blow off valves, old style MAF, and a few other limitations mean that most people go to MAP.

MAP= Manifold absolute pressure
MAF= Mass air flow

Strengths of Mass Air Flow

• Extremely accurate fueling and spark delivery across a diverse range of engine conditions (at least while in steady-states): the holy grail for engine management. A properly set-up MAF system can adapt to changes in weather and altitude with ease.
• Minor changes to engine equipment (i.e. headers, minor camshaft changes, intakes that do not significantly alter the placement of the MAF) do not require recalibration of the ECM.

Weaknesses of Mass Air Flow

• MAF systems are extremely intolerant of vacuum leaks. Any leaks between MAF sensor and engine generally cause all manner of odd problems, running lean in most cases due to un-metered air making it into the engine.
• MAF sensors can be extremely sensitive to how they are “clocked” – merely rotating the sensor at a given spot in the intake tract can be sufficient to significantly change its output.
• MAF sensors require laminar flow to read 100% accurately. True laminar fluids do not exist so this introduces some degree of inaccuracy to MAF sensor readings. Placing MAF sensors near bends, size transitions or obstructions where flow is less laminar greatly magnifies this issue.
• A MAF sensor can be a flow restriction in cases where the MAF housing is the smallest portion of the intake system.
• Hot-wire MAF elements are very fragile. Debris can destroy delicate wires easily. Dirt and oil deposits can build up on the sensor element, adversely affecting readings.
• MAF systems have a relatively poor response to transient conditions, such as sudden throttle changes. This is explained by the time it takes air to move from the MAF sensor where it is measured to the cylinder where it can be involved in combustion.
• MAF sensors are not “one-way” sensors – reversion from a camshaft with large amounts of overlap can cause air to be metered on its way in to the engine and then again on its way out resulting in an artificially high MAF reading. This can almost always be fixed by placing the MAF sensor sufficiently far from the throttle body, however doing so comes at the expense of making transient response even worse.

It may seem like there are a lot of weaknesses of MAF systems, but it is truly hard to emphasize just how amazing and important the strengths are. It is no secret that the majority of OEMs today are implementing MAF systems as the primary control strategy. There is a good reason for this, namely that engines can be controlled much more precisely (with the goal of meeting stricter and stricter emissions standards) with a MAF system than any other type of control strategy.

Maf strength and weakness information from Moates

TPS and MAP sensor tuning. Aka Alpha N.  

Adaptronic eMod004
Adaptronic e420c

AEM

We did a lot of the initial development work of the RB26 V1 with AEM. They were local in LA, and we loaned them a stock car to dyno, and to install an ECU and tune. A few things they found were related to the CAS.  The stock CAS has a 360 wheel in it, and the ECU can have a hard time reading it.  They make a modified wheel to minimize errors.  The V1 also runs the coils in waste spark, which works fine, but I still don't like the idea of it.  If you run it on the R34, you have to check out the load for the TPS, for the ATTESA system to work correctly.

AEM V1
AEM V2
AEM Infiniti

Apex Power FC

OLED Display on the FC Commander for a Power FC. This car is set to Z32 MAF. 

The Power FC has been around many years, and is a well supported and documented ECU. With a hand commander, you can monitor and tune your own car. Its a little unwieldy to make changes with a commander, but it is possible.  Companies like FC-Datalogit make aftermarket boxes that allow laptop tuning and datalogging of a Power FC.  The one thing I don't like about the Power FC, is that it has no actual knock control. It will flash the check engine light at you, but it will not knock back timing or boost.  Some good things are integrated boost control, options to run many MAF and even MAP with the DJetro.  Some cool features in some of the special boxes they make, like launch control in some of the Power FC pro.

D Jetro map sensors hooked to the balance tube, not to each individual runner as the instructions say

Apex Power FC D Jetro
      Do not hook the MAP sensors up how they tell you.  Do not drill and tap the plenum. You have a very erratic map signal, and the cars never seem to run right.  Tap the sensors off the balance tube. These seems to make them pretty happy.

Apex Power FC L Jetro
   This is the normal Power FC version.  It will run a number of MAF right out of the box. Works

Apex Power FC Pro
   There are a number of versions of this, and there are even some other special ones. However they normally have launch control built in.

https://www.nengun.com/info/apexi-power-fc-faq

FC-Hako

• Power FC interface
• Tuning Guide
• Wideband input
• Power FC and Hand commander repair and screen replacement

ECU Master Black

Emtron KV8
Emtron KV12

Haltech Platinum Pro
Haltech Elite 2500

HKS Vpro

Link G4+

Microtech LT12

Motec

Nistronics

Nistune

Nistune is a real-time tuning suite designed especially for Nissans which provides the ability to:

• Retune factory Nissan Engine Control Units (ECU)
• Monitor gauges and map tracing on your ECU
• Data log from your ECU using consult, wideband and auxiliary inputs
• Perform playback using graphs, gauges and map tracing

Our System Provides:
• Connectivity for up to two emulators simultaneously
• Loads and Saves files in regular and odd/even formats for chip burning (EPROM/FLASH)

Features:
• Real time tuning, map tracing, logging and playback
• Full Log Recording for all Nistune ECUs
• Wideband can also be recorded inline with consult data and played back.
• Map and table copy feature
• Completely editable multi window grid map/table views
• Resize injectors and change AFM capabilities
• AFR and auxillary input trace against RPM and load
• Consult display capabilities with real time diagnostic information in separate windows
• Dual channel Wide Band support
• Edit five ROM images simultaneously, with comparison capabilities
• Intelligent display tables decoded for easy modification
• Hardware and software installation guides, videos and manuals provided

Megasquirt MS3Pro


Vpec

R32 GT-R ECU pinout

Defeating the speed limiter on an R32/R33/R34 ECU. 

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ECU Mounting Plates from Countersteer

R32 and R33 ECU Mounting Plates for Aftermarket ECU

This is something simple that really helps to tidy up a build.  There are not a lot of good solutions to mounting a standalone ECU in an R32, or R33. We have seen them stuffed in the kick panel, laying on the floor, sort of zip tied to the original ECU area.   Countersteer, LLC just started selling these plates that are an elegant solution to your aftermarket ECU mounting issues.  Head over to their page for more information on buying one.

Haltech Platnium Pro Plug In

AEM Series 2 ECU test fit

Factory kickpanel will fit back in place with most ECU

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Nissan Skyline Crank Angle Sensors : CAS

R34 CAS on the left, R32/R33 on the right

Nissan CAS or crank angle sensor is a crankshaft position sensor driven from the exhaust cam. The CAS sometimes accidentally called a cam angle sensor, has an optical wheel inside that is driven at 1/2 crank speed.  It has two sets of slots inside. One set is 360 one for each degree. The other set of slots is 6 or one for every 120 degrees of crank rotation. You will often see the signals labeled as the 1 and 120 signals.   The CAS allows you to adjust base ignition timing on an RB engine.    There are several different part's and part numbers for them.  There are Mitsubishi and Hitachi sensors.  There even a couple of shapes of the R32/R33 sensor.  The late R32, and early R33 sensors had a slightly different shape than the early R32, and R33 later sensors that were all the same.

RB26 Hitachi Crank Angle sensor.  

The Mitsubishi and Hitachi crank angle sensors are interchangeable between R32/R33 GT-R.  You don't have to replace them with the same sensor. Just the look is different.

Crank Angle Sensor Part Numbers

There are three different CAS, two are functionally identical but look different. The early cars R32 89-93 ish got Mitsubishi sensors. Then for some wild amount of time in there, they got Hitachi sensors for the 93/94 and early 1995 cars. Then it was back to Mitsubishi. I don't really care enough to be exact, as the function seems to be the same.  The R34 CAS has a plastic cover and is both driven, and signals come out on different pins. 

CAS gasket - IMPORTANT to space the CAS correctly. 13525-58S00

R32/R33

23731-02U11

 - Mitsubishi

23731-08U00 - Hitachi 

R32 GT-R with timing anti tamper tape applied

R34 cam angle sensor

23731-5L300

Notice the drive on the R34 CAS on the left, and the R32/R33 on the left

CAS Wiring

R32/R33 

Pin 41  120 Signal

Pin  42 1 Signal

Pin 51 120 Signal

Pin  52 1 Signal

R34

Pin 41 1 Signal

Pin 42 120 Signal

Pin 51 Blank

Pin 52 120 Signal

R34 GT-R ECU pinout or wiring diagram for computer

Other options:

Other options involve not getting the crank position from the cam gear.  The problem with getting the reading at the cam is that the belt stretches and flexes a little bit.  Add in the wheel inside the CAS fluttering a little, and having 360 little, teeny, tiny slots, you can get some crank/ignition timing errors.  If you have a stock car, at stock power, the OEM CAS works fine. If you are making 1000 hp, turning 10,000 rpm, then you need to go to a crank pickup.

With a crank pickup, you also need what is called a 1 signal. Since the crankshaft spins around 720 degrees, or two turns in every complete combustion cycle, the ECU needs to know when it is at top dead center (TDC) on #1 cylinder during the compression stroke, to fire the spark plug.

In recent years, lots of companies have come up with kits to read the crank position.  Here are a few.

Nissan RB (Twin Cam) Crank/ Cam Trigger Kit from Ross Performance

Kit includes the following:

• Nissan RB Harmonic Damper with 12 or 36-2 Tooth Integrated Trigger Disc
• Nissan RB Crank Angle Sensor Mount (306000-75) OR Nissan RB Crank Angle Sensor Mount to Suit Girdle (306000-75-SP1) SP1 mounting spigots are 10mm shorter than standard.
• Nissan RB Cam Angle Sensor Mount (306000-74)
• Nissan RB Twin Cam Trigger (306000-73)
• Honeywell GT101 Hall Effect Sensors (992GT101) OR Cherry Hall Effect Sensors (992CHERRY)

This Kit is designed to suit the following engines; Nissan RB20DET, Nissan RB25 NEO, Nissan RB25 R33, Nissan RB26 R32 GTR, Nissan RB26 R33 GTR and Nissan RB26 R34 GTR

https://rossperformanceparts.com/product/nissan-rb-twin-cam-crank-cam-trigger-kit/

Trigger Systems Tech

Honeywell GT1010 Hall Effect Sensor Specifications

Cherry Hall Effect Sensor Specifications

Platnium Racing Products Trigger kit

Platinum Racing Products have a number of RB trigger kits available.  Here is one option, pictured above.

Complete Trigger Kit Minus CAS Bracket – RB Series

This RB Trigger kit has evolved, through research and development to offer precision ignition timing, for high powered and high RPM applications.

We have re developed the bottom timing gear with trigger disc to be one piece, this disallows a screwed on trigger disc to ever come loose.
This custom made gear will work with all and any balancer.
The cherry hall effect magnetic pickup timing gear sensor is now the industry benchmark, the cam sensor bracket is light and simple and incorporates the use of a smaller more discreet cherry sensor.

Design Features:

• Engineered timing gear with incorporated trigger disc.
• Gear works with any known balancer.
• Custom colours available upon request.
• Bolt kit included.
• Lifetime warranty on all Platinum Racing Products hardware.

For the full list of options, check out the PRP site.   

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