ETS-Pro Center Differential Torque Split Controller for R32 R33 R34 Skyline GT-R

ETS-Pro Center Diff Torque Split Controller for R32 R33 R34 Skyline GT-R and GTS-4

ETS-Pro is engineered specifically for use with the R32, R33 and R34 Skyline GT-R. Designed to give you complete control over Nissan's multiplate transfer case, ETS-Pro makes it easy to adjust active torque split percentages on the fly and also allows you to switch from 4wd -> 2wd and all points in between. 

ETS-PRO Technical Details:
-Advanced Microprocessor Based Unit
-Dual-axis high resolution G-Sensor
-Advanced microprocessor based system
-Water resistant and dust proof enclosure (IP65)
-Custom firmware with driver adaptive capability
-Several internal modes (programs) based on driver throttle and G-Sensor behavior that switch on the fly automatically
-Torque split calculations use advanced formulas instead of static mapping or lookup tables

Features: 
-ETS-Pro can be in MANUAL mode which controls pressure directly off the knob setting OR AUTO mode which uses the TPS and g-sensor inputs, working off the algorithm and the knob for "gain". The Auto mode is able to respond immediately with very little lag and precise pressure control.

-The ETS-PRO unit requires connecting (6) wires. The installer has the option to hard wire the ETS-PRO to the ATTESA Solenoid (located on ATTESA pump) or to connect the ETS-PRO to the OEM wiring harness.

-USB tuning is available for hardcore tuners but most setups can use 'Auto mode' and work entirely off of the "gain knob" (this is what we are doing at Full-Race on our R14 builds)

Notes:
-The new ETS-Pro firmware was designed to hold a bit of pressure at the bottom end to reduce system lag, and tuning the max top end to produce a hair more than full lockup of the clutchpack. If the solenoid takes the pressure down too low there is a large amount of lag present in the system, which is what the stock ecu allows for and why everyone complains about "delay" in the stock system. We believe most aftermarket torque split controllers and other tricks to the stock system served to "trick" the factory computer and make it retain pressure in the system, reducing lag. For this reason the ebrake switch must be operated or the front driveshaft must be removed any time you plan to use your 4WD car on a 2WD dyno. 

-The ATESSA-ETS primary solenoid is remarkably similar to the Subaru STI solenoid in terms of control and response/output. However, the GT-R has a lot more amperage draw than the Subaru and if we keep a low base pressure of ~20+psi, the response is instantaneous and can hit 250psi in less than a second...maybe tenths of a second even. Response times with ETS-PRO are noticeably faster than the factory system. This is much quicker than anything else that has been tested previously. The testing was performed on a 21 year old R32 GTR atessa pump, from a salvage yard, 100k KM on it. If allowed, the pump can produce up to ~350psi+ instantly which is interesting (scary) on the least! We were surprised that a hydraulic system go from nothing to basically 240psi in less than a few tenths of a second with some clever programming. 

-After charting the curve of duty cycle vs pressure, it is very manageable and we can get an amazing resolution from the ETS-Pro maps (It can control the pressure to approx. 0.83 psi increments.)

-both R32 and R33 GTR ATTESA pumps were tested and we found virtually zero difference in performance between the pumps or solenoid. The computer and firmware/algorithms is the real difference.

-The original G-sensor and ATTESA computer have to be connected for the stock ABS and stock 4WD gauge to work -In order to keep the OEM ATTESA ECU intact (except the disconnected wires for the Solenoid) and keep the 4wd light off with a functioning torque split gauge - add a 20-Watts 8-ohm resistor across the output during installation. -To 100% disconnect power to the transfer case, ground the ebrake wire either by pulling up the ebrake one click or an external switch. It is still a good idea to remove the front driveshaft anytime you are using a 2wd dyno

Frequently Asked Questions

Q: What advantages are there in your Auto Mode controllers vs. Manual Mode and Semi-Automatic controllers available on the market?
A: We believe this automatic controller is one of the most advanced aftermarket Center Differential control systems on the market today. It is rivaled only by a few very expensive systems on the market in its ability to persistently try to give you the best traction in any given situation. What makes the difference? The use of high resolution G-Sensors and the mathematical formulas developed that are used to convert the measured data into usable locking forces. Utilizing a physics approach to calculating the locking forces required using algorithmic formula's instead of the "static mapping" method usually combined with basic logic trees that are so popular with competitor products. Auto controllers can calculate and set the locking force with a 10 bit output range - that's 1024 steps of locking percentage and the rate of change is "fluid" in that it doesn't jump in large increments like static mapping tables simply have to. The formula's were "mapped" and then tweaked using tarmac and rally drivers in real-world racing conditions as alpha and beta testers. Their input into the feel of the car was exclusively used to tweak the formula's to shave time in the accelerating, cornering and braking programs. In Auto Mode the controller can shave literally seconds off of each lap.

Q: The OEM system interfaces to the ABS system, why don't you have any interface to the ABS system?
A: The ABS sensors are used on the OEM system to provide a method to increase the engine braking force and also open the diff in emergency braking situations. Using the g-sensor input, the ETS-PRO system knows when you are braking and comes with a "braking mode" program which uses full engine braking energy, and it has an additional emergency braking routine built into that braking program, allowing the diff to go totally open - so the brakes at each wheel can act independently in relation to the ABS in an emergency. We have weighed the option allowing customers to cut and splice into the ABS system in order to integrate the controller into it, and decided that it was high risk with no benefit.

Q: Does ETS-PRO work on vehicles with A-LSD (Active Rear Differential) :
A: No, if you have an A-LSD equipped skyline, you MUST have an aftermarket rear differential, and eliminate A-LSD (highly recommended to get rid of understeer). We suggest using ETS-Pro with a clutch pack 2-way rear differential even stock GTR 2 way reshimmed to NISMO spec plate:disc:plate:disc is highly recommended (and free). Most high quality aftermarket units with a smooth lock like Carbonetic, ATS, OS Giken (soft lock version for 4wd) or Nismo may also work well. The key for a 4wd car like this is a smooth locking diff that is not overly aggressive, but does not slip open either.

Q: What about vehicles with HICAS:
A: This system is compatible with HICAS, however most high performance Skylines typically disable HICAS from the rear subframe. Converting to fixed rear toe links is often recommended when tuning this chassis for higher power applications.