I have not, but it can be logged. EVERYTHING can be logged...whaaooooha! (evil laugh)


Ok here goes on the timing advance explanation of how it works. Keep in mind this is my layperson's translation of what exactly is happening, and I am simplifying certain things. The basic premise is correct.


Now that the ECU takes a crank signal, it can determine actual real-time ignition timing.

Retarding timing is simple. It takes the stock signal, and then it delays it by the appropriate number of degrees, and then releases the new signal to the coils.

For advancing, it gets more complex. Ignition pulses and timing are happening very quickly...over 100 times per second. So essentially, the EU assumes that the ignition timing that "just" happened will be the ignition timing that "will" happen. For instance, if the stock ECU is generating 20 degrees of advance at a give moment, the EU assumes the VERY next ignition event will also be 20 degrees. This is a valid assumption, since we already established that ignition events happen very rapidly. Becuase it makes this assumption, it can fire the coils even sooner. EI...ECU says 20 degrees, and the EU can fire the coils with 22 degrees, since the EU knows the VERY next event would have been 20 degrees.

Pretty neat...egh?

 

Well I have been watching this post very carefully and hopefully the tune on the 05 350z will show that its a good upgrade for a stock car with future plans and room for improvement..

Only thing I had to ask is does it allow 100% throttle instead of 80% from the factory ECU?

 

If you have a chance, please clear your maps, modify the injector BEFORE/AFTER and then log Airflow input/ouput and Injector input/output with no other changes to 100% confirm this PLEASE.

That's what I ASSumed...thanks for the info.

 

No need to. The user can see the data and log it in real time. There is an input pulse width, and an output pulse width. You can see the spread between the two very clearly. It works...I promise.

 

The concept of 100% TB opening may be a misnomer. I have the TS reflash and I still see 85% at WOT via the datalogging devices I use. Others have reported similar experiences, but then others say they see 100%. It might just be the method in which our scanners translate the voltage. 5V may NOT be 100% on the Nissan ECU....the factory service manual alludes to this as well.

But to answer the question, there is nothing in the EU that would allow the user to modify the TB opening position beyond the factory settings.

 

I've seen several datalogs, however none with ONLY the injector scaling changes.

 

Ice I may do that as a starting point when I get mine in... without adjusting any maps just change the injector before and after and see what happens. I'll try to provide good documentation over on the org. Also, if there's anything else specific you'd like to see let me know...

 

Just to let everyone know, the NA 350 that CP is tuning on friday is mine. The car is a 2003 Track w/ 18K. I have a Injen exhaust, crawford high-flo cats, kjr pulley, JW Popcharger, Crawford Plenum. The last time the car was dynoed at CP Race it pulled 255.8whp. That was before I added the pulley. I have already wired everything and have started data logging, luckely my wiring was right the 1st time. As soon as we are done a new thread will be posted. For anyone that is about to start the wiring, they way I did was I tagged all the wires on the autosport harness on the left and right side of the harness and then tagged the wires on the greddy harness. This makes a bunch of wires alot easier to understand. Putting the tags on took about 45min to an 1 hr and the splicing and soldering took about 2. I have heard that it takes about 3-4 hrs. for someone that knows what they are doing, and I had no clue. So yes the average bear might be able to do it. I have saved a document in Word for the tags, you need to get the Avery Mailing Labels #5267. I got mine at Office Depot. You can PM me and I will email you the form.

 

nice man, thanks for the info on your setup and the wiring. Really looking forward to see your results

 

Have you tried to increase the revlimiter?

 

I dont think the rev limit increase is going to work. Based on how the EU is wired, I dont see it happening. I do see you being able to reduce the rev limit and do a fuel cut..but not an increase.

 

Does it drive the coils? Or it just adjusts fuel through the MAF sensor?

 

It drives the coils and the injectors. No MAF adjustments are needed.

But it cant fool the ECU into thinking that the engine is running at a different speed than it is.

 

So what happens when you set the revlimit on the EU and you rev there? Does the ECU still stop at 6500-6700 because there is no "map" in the ECU that goes that far(7000+)?

 

I would like to know the same thing...Will the EU still be adding the correct amount of gas past the fastory fuel cut in the ECU ??

-matt

 

for those of us that have an ECU flash with raised rev limiter, the EU isn't going to cut off gas or ignition before 7100rpm's is it?

 

According to the manual, the EU will only work on a fuel cut rev limiter, not ignition. I believe what is supposed to happen is that as the rev limit is hit, the EU will intercept the fuel cut signal from the ECU and continue to provide fuel above and beyond that rpm level until the new limit you specify is reached. This will require a WBO2 to accurately know (and tune) how much fuel you'll need to add above the stock limit. As far as the ECU being off the map (ie- pegged at the highest cell value) for either timing or fuel it shouldn't be a problem as the EU maps can adjust for that.

The question is, what does the ECU do when the rpms are continuing to rise even though it has cut fuel. What is the program logic? If all it does is attempt to cut fuel and does not know enough to take any further action past that point (such as an ignition cut), then it seems possible this feature may work as long as the hold is set properly on the EU.

I'm speculating that the reason the EU can't do this for ignition cut is likely that it needs to see a properly timed and reasonably constant ignition signal from the ECU in order to know when to fire the coils for the amount of retard or advance that's been set in the adjustment maps.

 

The EU will not raise the rev limit that is set in the ecu, either flashed or stock. You can lower this limit and cut both fuel and ignition. There are provisions for either or both limits.

 

Yes, to clarify, the EU can do both a fuel and ignition cut at rpms lower than the factory limit. But all of my comments above were refering to extending the rev limit past the factory (or reflashed) set point, in which case it may only work on ECUs that cut fuel as a means of limiting the revs.

It can't change the rev limit value set in the ECU. However it's supposed to allow you to continue to rev past that limit point by intercepting the fuel cut sent from the ECU at that point and then continuing to add its own fuel, thus bypassing the limit, and allowing the engine to keep revving higher.

I know of one person with an IS300 who has extended his rev limit this way and it seems to be working fine for him now that he got his settings all straightened out.

 

Dandy, the EU has no way of adding fuel to a non-signal that the EU gets. It is still dependent on the stock signal, and if the ECU cuts fuel for one cylinder for one combustion event, the EU has no way of adding to a zero signal.

Hope that makes sense. If someone has gotten it to work, I would like to talk to them. THE VQ ECU is very different from most.