I have some of it but others things I'm not sure of and I don't want to mess up my car. So I'm going to list everything and if you can fill in the blanks so I can get to a point of normal operation that would be great. And your help will be highly appreciated.

Vehicle Type
engine code - vq30det
airflow meter - hotwire
rpm signal type - crank signal

throttle
set to normal voltage type

CH setting
water temp sensor type - NS_WT-1
intake temp sensor type - NS_AT-1
knock signal - not used
airflow input 2 - not used
analog - not used

A/F Target
Unsure what this should be set to

I/J
with stock injectors does the size and lag need to be entered? If so what are they?

IGN
On the ignition cut setting, I'm unsure of the settings necessary.
is this where you set up the 2-step?

On the map selector tab should everything be checked? Along with the Airflow adjustment

 

Correct.

Correct.

Correct.

Don't use it.

Only change if you are using larger injectors, if not keep all 0's

Yeah it's for the 2step.



Choose only the maps you want to use. Don't need to use all of them.

 

Well I've got all that in and I've started the car. But it seems to be running a little rough. I have no CEL but I can smell fuel like it's running rich. But I haven't adjusted anythin to make that happen. It only seemed to happen once I exported the info from the software to the EU.

Do you know why this would be?

It definitely feels like the MAF is disconnected, but I know its not.

 

Care to share in the corrections thread what your jumper settings are and possible wiring issues we're having?

 

Did you wire the MAF backwards?

 

Why wire the MAF at all? I guess if you wanted to log MAF voltage...

 

If you wanted to use it as the load variable...

If you wanted to take it out and use a pressure sensor...

If you needed to clamp it on boosted cars...

etc

 

Understood. I meant to say for most applications the MAF doesn't necessarily need to be wired up.



OT so i digress...

 

I've had to step away and haven't gotten a chance to look at it anymore. It is wired correctly, I checked it like 3 times before soldering them together. I won't really be able to check it out anymore until tomorrow. The reason I don't think it is the wiring is because when I first wired it up and installed it on the car, the car ran perfectly fine. But then one intake temp sensor connection accidently broke because it wasn't soldered very well. So I took it out resoldered it and reinstalled it back in the car. Then I was rechecking my parameter settings. I didn't change anything, the only thing I did differently was this time I used the export command and exported the parameter settings to the EU. Then I started the car up and it was running rough and I can smell fuel. So I don't understand why all of a sudden it went from working correctly to not. I'm going to double check the soldered connections again to make sure the MAF connection didn't break but I really don't think that it did.

 

Well I did find that one of the throttle position sensor wires got disconnected, it's pin 42 on the ECU connector.

I really should have thought it out a little more when making my plug and play harness to create better connections. I now have a better idea that would have probably eliminated any breakage problems but it's too late. I'll have to come up with some other way to prevent any more breaks.

 

Ok now that everything is good, I was hoping I could get a little help with extending the rev limit. First is it necessary to have a wideband to do this operation? Anyway, continuing on:

In the EU operational manual, it says to record injector duty cycle and rpm fuel cut. Then, Input the rpm before fuel cut and new rev limit.

Input the injector duty cycle which corresponds to the load, 'hold' and 'limit' rpm points. I'm not really sure what that means or where to input it.

Input fuel cut activation throttle position value. How is this value determined?

Input the hold time. How is this value determine?

 

You don't need a WB to extend the rev limit.

Do NOT use the rev limit cut map, it isn't necessary and only causes you headaches. It can be done using only the I/J map. I'll explain it a bit later on.. I'm at work right now and can't write a long post, but basically you have to datalog what your PW's are at/past the stock cut and then add that fuel into the I/J map from about 6400 rpms up...

 

http://forums.maxima.org/showthread....ight=rev+limit

That should help.

 

Good link Kev.. I forgot about that one.

 

You know what we need is like a sticky entitled "Emanage Ultimate 101" that explains terminology and how to's for tuning and data logging. Not specific maps to use but guidelines people can follow when trying to learn how to tune. Of course that would be way too much but it would be cool none the less.

I'm going on my lunch break. I hope I can figure out something in the process and at least start the extended rev limit process.

 

My soon-to-be-released EU write-up will include some stuff like that, to a certain degree. The install/wiring part is already done, I'm just finishing some sections on using the software to set up a tune/extend rev limits/control VI's/2-step etc...

I keep adding stuff that's why it's taken so long, it's pretty massive already (well that and going away for 2 months didn't help.. lol)

 

Well I did some data logging and it appears my fuel cut happens at about 6350 rpms. Based upon Kev's link, I think I've determined I need to add about 10 points I/J duration to overcome the rev limit. I won't be able to test it until after work but I think that is what I need.

Although I did notice that it looked as if in 2nd gear, as opposed to 3rd, the duration was closer to 11 points duration as opposed to the 10 in 3rd. Is it safe to go with 10 or will I find that it will mess things up in second?

 

They're not points, they're milliseconds.

You sure the fuel cut is at 6350? Fuel cut is were IPW is reduced to 1.xms.

Anyhow, from what i remember kevlo telling me:

(duration right before fuel cut) - (duration during fuel cut at its lowest...usually 1.x) = (what to insert into cell at fuel cut)

Also if your fuel cut is at 6500, you should set your RPM sites at 6400 RPM, 6500 RPM, then w/e RPM you want after that but you should set an RPM site to zero AFTER the desired rev cut, otherwise the engine will rev up indefinitely. For instance if you want to set it at 7200 RPM, set one after that to 7250 and insert zero into that cell.

 

Well I'll have to go check again. But the point right before the duration drops is 6356 and reads 10.1ms, at the duration lowest point at 6360 it reads 0.7ms.

I will use the formula you said to input the cells at fuel cut.

I'll try a few more logs after work just to be sure. I'll try and post the image, although I'm not sure how to capture it as a picture file. So if anyone can help with that, that would be great.

 

Yep that's correct, then add or subtract further from there to tune (just like you would before the stock cut)

 

hit the Print Screen button and paste it in microsoft paint. should be the simplest way to capture the screen.

 

Ok I setup the "injector adjustment map1" to add 10ms at the rev cut to 7200 rpms at 50%-100% throttle position, but when I try take the car to the new rev limit it's not working.

Is there a setting I'm missing that I need to have to make the Injector adjustment map go into effect?

 

Where did you set it to start?
6300?

 

This is how i'd set the RPM sites up:


W/e you want before 6250 --> 6250 --> 6350 --> 6800 --> 7200 --> 7250


Put 10ms in the 6350, 6800, and 7200 cells. Put zero in the 7250 cell.

 

Yes I've tried to start it at 6200, 6250, 6300, & 6350 and have had no success. A couple times at idle I was able rev the car up to 8000 which doesn't make sense because it shouldn't go past 7200 but it did.

What I did notice is, when data logging after the adjustment was made it is actually increasing the injector duration but it still is acting like a fuel cut and won't let me passed the rev limit.

Should I only have to adjust the duration in "Injector adjustment map 1"? Is there anywhere else I need to do something to make the changes take effect?

I tried activating the A/F Target using the I/J adjustment map 1 and it still did nothing.

 

.............

 

I have a feeling your fuel cut is happening after 6350. I don't see why your ECU's fuel cut would be any different from any other A32 ECU. We really need to see some logs.
If the RPM sites aren't set-up properly the IPW that the EU adds will be out of phase with the rev cut and it won't work.
Changes made in the injector adjustment map should be enough to get it to work.

 

Ok I've done that. I haven't tested it out again yet, but when I put 6250 into 2 cells the second one turns red as if there was an error.

In the parameter settings, do I need to set the dip switches on the "front panel" tab to anything, how about the "a/f target" tab?

Lastly on the "IGN" tab I noticed if the throttle position isn't set to 100% then the fuel cuts out at 50 or wherever else it's set, is this supposed to happen?

I'm going to go and try it out real quick and see what happens. I'll post up logs when I'm done.

 

What i meant was set the RPM sites however you like up to, but not including, 6250. Then designate 6250 in a seperate cell. You can't occupy two RPM sites with the same RPM.
Nope.
Did you set the throttle position per the manual?
Try to log in 2nd or 3rd if possible.

 

I don't remember the operation manual saying anything about setting the throttle position on the IGN tab. But I'll go check again.

Anyhow, here is the red line in second gear, it's very similar in third.

 

You need to datalog I/J INPUT duration to determine where the fuel cut occurs.

 

Ah I see, well now that I think of it, that makes more sense. What a brain fart. Unfortunately I'll have to wait until my lunch to do that. I'll post my results then. At this point, under no load I have been able to extend the rev limit, in 1st gear it hesitates and then extends, but 2nd and 3rd have no such luck whatsoever. But as I said I'm going to data log the INPUT and see if I can get it to work. Sometimes you need someone else to look outside the box.

I did quickly go and check on the saved data logs I have and it appears the I/J input seems to be no different than the I/J output. And I started my car and at idle it appears to be the same also I/J input and output read the same.

 

Well my brother needed the laptop so I wasn't able to do any more data logging. However, before he took it I set the I/J map to:

6300 ---> 6350 ---> 6400 ---> 6450 ---> 6500 ---> 7200
0.0 ------ 10.0 ----- 10.0 ----- 10.0 ---- 10.0 ----- 10.0

I know I'm supposed to have another rpm point to create a rev limit but it's not finalized so I'm not worrying about it at this moment. Anyhow,

With this setting, this is what I found:

no load: freely rev through stock rev limit
1st gear: 1 second fuel cut and then makes it through stock rev limit
2nd gear: 2-3 second fuel cut and then goes through stock rev limit
3rd gear: will not go through stock rev limit

So I'm making progress but I'm still unsure. I don't feel like there is much more I can do to adjust anything. The next steps I will try (once I have the laptop back) is add 6550 and 6600 to the cells and see if that changes anything, I'll also try setting 6300 to 10.0ms. Other than that, I'm stumped.

Would the VSS have anything to do with this?

 

Stacking as many RPM sites together as possible isn't the trick to making it work well. Putting them at the right places is. I'd hate to speculate further until i saw your logs though so we know EXACTLY where the ecu is cutting fuel.

 

Just so I don't keep going around and around with you, the logs that I will take will be with no adjustment in 2nd and 3rd gear. Should I hold it at the rev limit for a bit in each gear, or which would be the best way for me to get beneficial logs you can work with?

 

hacim if you're stuck send me a datalog of a couple runs to redline (in 1st, 2nd, 3rd gear bouncing to/off the limiter), and your corresponding EM2 file in use for the datalogs and I'll take a look and maybe suggest/make some settings for you...

Once it's done correctly you should be able to rev past the limit very smoothly, with barely any perception of it in the car, and only a small rich spike on the datalogger just prior to the stock limit.

edit: dvrditar @ hotmail dot com

 

As soon as I make those logs I'll be sending them right over.

 

Email was sent. It's coming from hacim007@yahoo.com

Thanks a lot
Micah

 

what we all really need is dandymax's saved emanage setup file/map to start off with...! lol I would be happy just to get his map to extend the rev limit to save me some time in figuring all of it out...plus...I have no idea where I should advance my timing to still...I have a general idea...but I am sure some on here have already dyno tuned and figured out what works with typical premium octane fuel...

I am hoping that with 2 step limiter, full a/f and IG tune plus extended limiter on slicks and a good 60ft/good conditions/good shifting/launch, I will manage a 13.5 after many a practice runs...but maybe that is hoping for too much...

although dandymax managed a 13 flat on slicks with a lighter 4th gen, great 60ft (slicks), I am sure prefect shifting and only running the alternator belt...

 

But it's much better to understand it yourself. It gives you a better knowledge of what's going on and allows you to do more than just set you adjustments and then never touch it again.