Things needed

Uprev tuner cable
Uprev tuner licsense
Uprev arc license( to use simplified tuning)
Megalogviewer
Laptop



base tune guide will only cover the fuel part, but it will in able you to get your engine to startup,



lets start with those brand new fuel injectors you may have bought for your turbo
with those injectors you may have also got a flow sheet like this one,



in this example my base fuel pressure is 51psi, on the chart im going to pick the psi closest to mine, 50psi, now lets look at the cc for 50 psi, 1145cc, so my slope cc at 50psi is 1145cc
we will cover offsets in a bit,
lets do some math

newinjector size - old injector size / new injector size

example 1145cc remember my base psi is 51 so were going to use the chart cc at 50 psi is 1145, and my old injector size is about 330cc

1145 - 330 / 1145 = 0.7117 lets just say 0.712
0.712 x 100 = 71.2
so to rescale this value we need to find the inverse
100% - 71.2% = 0.288

now lets look at the k fuel multiplier



my k fuel is 27592
27592 x my inverse and it was 0.288
27592 x 0.288 = 7946
new k value is 7946

lets set are injector latency





the black oval is our 14v and i use 10v as a reference you can use what ever you like,
so looking at my dynamic flow chart, at 50psi 14v it says 955 and at 10v it says 1475

so click on the arrow for 14v black oval and get it close to whatever your volts should be, its not going to be perfect but thats ok
same thing with 10v use the arrow red oval, get it close as you can, again not important if it doesn't completely match

next we have to add in new numbers for the injector pw, you get these with the data sheet if you didn't uprev says if you get injectors say 600cc you will want to cut the pw in half, and dial it in with live tuning,



my new pw is 0.31ms

there is another pw edit we have to do, its going to be in fuel, injector minimum, map 1 set that to your new pw

next were going to look at fuel target, now if your going turbo your BFS is going to change and were going to have to log were our bfs is in uprev data logging,




to get a approximate of what your bfs might be,
1145 - 330 / 1145 = 0.712
0.712 x 19.37 = 13.79
click edit in load point scaler live and put in your new number



this is just an approximate you will have to do some data logging to see where your bfs is

fuel target map



im going to guess i will be to be starting boost at 6.26ms i will put in 12.80 and from 7.35ms and up i will put in 11.40, if you have a boost gauge it will tell you when you transition from vacuum to boost, so when your starting boost where will you be on the map, that is your transition, 14.7 is closed loop. you can use narrow band to tune at idle and cruise but once your out of closed loop, you will need wide band sensors to tune,

next fuel compensation map, i set all values to 100 to begin tuning





now lets look at cranking under fuel, we have to change these maps because we went to bigger injectors and all these maps are for stock,


you might have more maps, i only have these, lets do some math
1145 - 330 / 1145 = 0.7117 lets just say 0.712
0.712 / 2 = 0.356
1-0.356 = 0.644
so in cranking all maps my new multiplier is 0.644
select entire right column then click on the multiply button and put in your new number and click ok, do this for every map



for cam phasing set all to 0
why? because we want to make things safe, we've added bigger fuel injectors and we have a turbo



dial in fuel first then add in timing,

next is a must you need arc, i no nothing about the burn rate map for timing, it doesnt make any sense, with simplified timing, it makes more sense



make sure you enable simplified timing



black arrow were assuming this is vacuum and the red arrow might be boost, so in your estimate for boost set all numbers to 0, remember we want to keep things safe, dial in the fuel first then add timing, we will find out better once we do some data logging but for now where only estimating, between the two grey lines select all values, (will be different for you), but in this example select those 3 columns and click the horizontal interpolate button, we want to make a better transition




for idle targets im going to set mine to 850 from 140f to 230f, with bigger injectors and i got a bigger cam it will idle better,

if you are running a bigger maf housing you will have to account for that in the k multiplier,
you will need the size of your old intake id and your new intake id
example
my old maf housing is 2.75
2.75 / 2 = 1.375
1.375 ^ 2 x 3.14 = 5.93
my new intake is 3"
3 / 2 = 1.5
1.5 ^ x 3.14 = 7.065
so we need to take are new values for our maf rescale
1+7.065-5.93/5.93=1.19
1.2 or 20% difference
so we need to multiply our k fuel multiplier mine is 27592
27592 x 1.2 = 33110
so earlier we found out that my fuel injectors are 71.2% bigger, and the math i did i got my inverse 0.288, round it to 2.9

33110 x 0.29 = 9601 is my new k fuel multiplier,

put in the new numbers, flash the ecu and start her up,

maybe i will make a guide for timing, and data logging, hope i was clear and the guide helps you

 

(Subscribed)

Not hating on Uprev but Y-axis has ‘rotations per minute’ and this is wrong - it should be revolutions. One revolution is two rotations of the crank. Not sure how this wasnt caught in QC.

 

Umm What? revolution and rotation are the same.

 

Uprev has also just released an updated tuning guide:

https://www.uprev.com/documentation/...g.guide.v2.pdf

 

they're different, 2 cycles is one revolution, rotation is rotating around its center,

 

note that in the new uprev guide when they mention the k fuel under 10k , greater than 1300cc the nissan software is limited to 1300cc or less, however if you do get for an example 2000cc you will have to use 1300cc in the math not 2000, it is not a problem if you have your k fuel under 10k,

 

How are those different? When the crank rotates one time around its axis, one revolution has occurred and 2 cycles per cylinder have occurred.

 

well what im saying is how an engine works, this isnt my opinion its fact, its revolutions per minute not rotations per minute, you got TDC and BDC right? if you put a piston TDC rotate it 360 degrees it will on BDC valves will be open, rotate it another 360 it will be on TDC

 

No way my guy. If this is your understanding, you are totally losing all credibility.

Rotation is the single motion of 360 degrees around a center axis. Revolution is the orbital motion of a circular axis around a secondary center axis. Your crank makes rotations. Your rods make revolutions. One revolution is equal to one rotation. There are 720 degrees of rotation in a single complete operation of a 4 cycle process. This means there are two complete rotations in a 4 cycle process.

If you are at TDC, you turn the crank 180 degrees, or HALF of one rotation to get to BDC.

 

put piston 1 to TDC, rotate it 360 degrees do a leak down test on piston 1 valves are open, rotate it another 360 valves are closed,

 

Edited: I misread. I do agree with your statement here. In all three instances, the piston is at TDC.

If you are at TDC and valves are open, if you do two rotations like you say, you will be in the exact same spot, with valves open.


You do realize the Camshafts rotate at half the rate of the crankshafts right??

360 degrees of crank rotation mean 180 degrees of camshaft rotation.

 

lol you just dont read what i typed, if you did dont think you understand what it is im trying to say, now your going to act like i dont know anything (you going that route)? ok.

 

I did miss read your comment. I edited mine, and made note that I edited it.

I still think there is some misunderstanding though about rotation and piston position.

I’m not trying to call you out, just trying to correct bad information.

 

its not bad info im giving, idk man, im talking about one thing your talking about another thing, i was talking to about revs vs rotation and, i dont honestly know where you came up with all this stuff, youre like a wanna be super hero, feel the need to enlighten people when you think they are wrong, but you jumped out of your tree, and totally dont understand revs vs rotations

 

When your crank makes one rotation. The rods make one revolution. The camshafts make half of one rotation.

These are facts.

 

exactly and the process isnt called rotations its called revolutions per minute, what did you say to me? im losing credibility, idk kinda looks like you are,

 

I agree. I think we have beat the horse dead between rotations per minute and revolutions per minute. Revolutions per minute is the conventional name and I can only guess why Uprev would translate it differently.

 

g4x is starting to look more and more better

 

I tuned using both Uprev and the G4x and cannot agree more. If the G4x would run an HR car, that is would be running now.

 

Grey - you are assigning a defination that may be correct in some context - but not in this instance

one rotation (staring at TDC) is the piston moving down and drawing in air, then moving up and compressing said air

one revolution is (starting at TDC) is the piston moving down and drawing in air, then moving up and comrpessing said air, (cue the spark & combustion event), combustion pushing the piston down, and then the piston coming back up pushing exhaust gas up and out of the valves.

Sorry to bring this thread down … please resume the lesson…