Another nice feature the EU has is that you can choose 8 variables to log to internal EU memory withOUT the laptop(up to 1000 minutes) by just using an external start/stop switch.


However, if you have the laptop connected, you can log any of 20+ variables for as long as you have hardrive space:





Also, whenever you're viewing the log and you have the map(ign/fuel/etc.) open and you click on a point in the log window, it highlights the coresponding cell(s) in the map.

 

Yes indeed! The JWT ECU is about $595 + $539 (emanage U) + $95 (harness) + $485 for J&S + $50 rpm switch (MEVI) + $50 (nitrous window switch), puts you at $1894. From where you are right now Matt, since you have spent so much on the other stuff already, it may be worth considering the e-ultimate. I am just wondering when Greddy will add the VQ30 to the list? Not to be a pessimist but, I would not have thought it would be a high priority for them since the VQ30 is now out of production and there aren't so many high performance VQ30s around.

Certainly, for most people, the emanage ultimate + JWT ECU + J&S safeguard should be enough. If you think you are going to spend any less time on the dyno tuning all of this compared to a standalone, well, i think that is up to the individual. If the EU can control ignition timing too, do you really think you will spend any less time on the dyno trying to squeeze out every last HP/TQ you can? Also, does the EU have closed loop O2 feedback control/tuning and mapping? Can it cut ignition and fuel in overboost conditions or knock conditions? Certainly, the piggybacks are getting very powerful, can't deny that!

After all that piggy-backing, don't you feel you have a little backache?


Matt, Good luck to you on whatever you decide!

 

You don't need ALL that...just $450-$550 with harness if you keep your eyes open on the different boards. JWT/TS is only necessary for the rev-limiter. EU includes a few rpm/window switches. I still say the J&S is REQUIRED for the ultimate safety net, however clearly people don't.

I too am not holding my breath on the VQ30DET being added to the firmware, however it's only important for NA guys needing to advance timing or guys that want the rev-limiter increase.

No, however that's the beauty of running the stock ECU, it's already included. Plus, you still have the built-in factory safetys, ie failed sensor backup logic, limp home modes, and an OBD system that includes a good chance at passing emissions.

 

isn't the purpose of the EU to get rid of the JWT ecu?

 

Yes, however until Greddy adds the VQ30DET(hopefully it works for the VQ30) crank sensor signal to the firmware, you're stuck with it for the rev-limiter increase.

 

Depending on what you want to do or what you want to accomplish, I am a firm believer in leaving the stock rev-limiter for a few reasons:


1. The only people I have heard having valvetrain problems/internal problems were those that daily-drive with the extended limiter. Boosted or N/A, revving the engine that high causes more damage than the power your gaining.
2. Once again reguarding the power issue, paying the extreme price to have your timing retarded and your limiter increased is just a ridiculous way to spend $600 imho.
3. If your boosted with any kind of VIAS IM, then there should be no reason to extend the limiter. I can understand if the car is used/designed for track use only, but most people here drive there Maxima's everyday.

Some people love it, some people hate it. Requin for example had a nice valve problem a while back because of his extended limiter. Keep in mind he is supercharged, but it would not have broke if he hadn't been turning the engine at 7,200rpm.

Now having the extended limiter option with EMU would be completly different because you could change it if you needed to.

 

I see. Well, I have to admit, the EU is a great unit! It is a huge step over the emanage. The firmware for detecting sync is very difficult, our maximas have the most ridiculous sync! It took me over a month just to get the AEM to sync reliably. That's why AEM came out with Nissan stuff only recently and not even for the VQ30. To be honest with you, i think our OBD II stuff on the Maxima is a joke! The front O2 sensors should read rich, but never throw a CEL, there is no way that a tailpipe test would pass the way I have mine set up. Our ECU is a lot more forgiving ... this a good thing in my view. The Lexus was a pain in the butt! If you try to boost a Lexus, you run into all kinds of issues with stock ECU. I like the Nissan stuff for modification, it's more forgiving for sure! As far as passing emissions, I don't think so. you are also right about the limp mode too, with any standalone, if you don't get a sync, you don't get to start! Admittedly, it is more difficult to set up a standalone, but has anything that Matt has done been easy?

 

I agree...hence the "want" vs. "need" in my comment.

I have to admit that once the EU allows this, I would bump it though.

 

Absolutely true...Matt is probably one of few borderline cases here that I would say could justify a standalone. However, it does sound like he uses the Max as a daily driver and IMHO could benefit from leaving the stock ECU to handle that duty.

I think we've whored up Matts' thread enough...he'll pick whatever suits him best and show us how far the limits can be pushed AS USUAL.

 

I didn't follow what Requin6's problem was, but I can't think of anyone (besides him) who had problems revving their VQ30 to 7000 or 7200. With VIAS, extended rev limiter is even MORE important. You may not gain any more peak power with it if your HP has already hit a plateau, but the increased area under the curve is key when trying to run better times.

That said, with a turbo setup that includes the necessary support mods, you can gain extra power by just adding a little more boost which in some cases may make the increased rev limiter of limited utility. The fact that JWT ECUs for FI applications so severely retard timing makes them much less appealing than for our NA brethren. MikeD's car is SIGNIFICANTLY slower at the same boost level with the JWT ECU w/ 7200rpm limiter (and MEVI of course) than it is with stock ecu rev limit at 6500rpm, because of JWT's asinine ignition timing.

 

I'm at a limit of 6900 right now (JWT ECU supposed to be 7000 but it's not as per datalogging) but with the 00VI you can bet I'll be bumping that up for sure, one way or another. Hopefully with the EU.

Besides, as for chilled's comments.. who says you have to rev so high in every day driving just because you can? Drive normally most of the time on the street, and save the winding out for the track/occasional highway rip.

 

Can I make a suggestion to you Matt?
http://www.directignition.com/products/wintec3d.html

hence~http://turbo6.net/media/turbo6%20SC3...own%2010.6.wmv

 

Date logged by my Profec e-01 from my 11.4 run

time tps rpm boost psi
33.1 31 7100 -0.2
33.2 51 6800 2.0
33.3 97 6020 3.1
33.4 97 5450 5.3
33.5 96 5780 7.4
33.6 97 5850 9.9
33.7 95 5860 12.9
33.8 84 6090 15.4
33.9 67 6300 16.5
34.0 74 6330 16.8
34.1 69 6280 16.8
34.2 65 6210 17.2
34.3 62 6210 17.3
34.4 61 6200 17.9
34.5 71 6270 17.9
34.6 77 6350 18.3
34.7 84 6430 18.7
34.8 89 6630 18.6
34.9 97 6740 19.0
35.0 97 6740 19.0
35.1 97 6740 18.6
35.2 96 6250 8.0
35.3 0 5770 -2.2
35.4 0 5390 -5.8
35.5 28 4960 6.6
35.6 97 3820 12.5
35.7 97 4250 14.0
35.8 97 4410 16.1
35.9 97 4580 17.6
36.0 97 4790 17.3
36.1 97 5010 17.6
36.2 97 4980 19.0
36.3 97 5250 17.5
36.4 97 5340 17.7
36.5 97 5560 18.0
36.6 97 5610 18.2
36.7 97 5770 18.5
36.8 97 5860 18.4
36.9 97 6030 18.5
37.0 97 6130 18.7
37.1 97 6250 18.8
37.2 97 6360 18.7
37.3 97 6470 18.8
37.4 97 6590 18.7
37.5 97 6670 18.8
37.6 97 6770 19.0
37.7 97 6860 18.9
37.8 97 6930 18.9
37.9 97 7060 18.8
38.0 70 6730 4.5
38.1 0 6290 -3.6
38.2 0 6020 -1.9
38.3 71 5240 7.3
38.4 97 5070 11.8
38.5 97 5040 15.3
38.6 97 5040 15.3
38.7 97 5120 17.4
38.8 97 5190 17.7
38.9 97 5280 17.8
39.0 97 5330 18.5
39.1 97 5410 18.5
39.2 97 5510 18.5
39.3 97 5540 18.9
39.4 97 5550 18.9
39.5 97 5720 18.6
39.6 97 5740 18.6
39.7 97 5740 18.9
39.8 97 5770 19.0
39.9 97 5800 19.1
40.0 97 5870 19.0
40.1 97 5940 19.1
40.2 97 5970 19.0
40.3 97 6040 18.9
40.4 97 6140 19.1
40.5 97 6160 19.4
40.6 97 6170 19.1
40.7 97 6220 19.0
40.8 97 6260 19.1
40.9 97 6310 19.0
41.0 97 6370 19.0
41.1 97 6380 19.0
41.2 97 6450 19.0
41.3 97 6480 19.0
41.4 97 6520 19.1
41.5 97 6550 19.1
41.6 97 6560 19.2
41.7 97 6630 19.1
41.8 97 6660 19.1
41.9 97 6680 19.1
42.0 97 6730 19.1
42.1 97 6760 19.1
42.2 97 6830 19.1
42.3 97 6830 19.1
42.4 97 6850 19.2
42.5 97 6850 19.1
42.6 97 6940 19.3
42.7 97 6930 19.1
42.8 97 6950 18.1
42.9 54 6780 2.9
43.0 0 6290 -4.4
43.1 1 6850 5.8
43.2 85 5580 11.8
43.3 97 5330 16.4
43.4 97 5320 18.1
43.5 97 5330 18.1
43.6 97 5360 18.3
43.7 97 5390 18.7
43.8 97 5430 18.9
43.9 97 5440 19.0
44.0 97 5470 18.9
44.1 97 5500 19.0
44.2 97 5530 19.1
44.3 97 5570 19.2
44.4 97 5600 19.1
44.5 97 5630 19.1
44.6 97 5640 19.6
44.7 97 5670 19.2
44.8 97 5730 19.0
44.9 97 5740 19.1
45.0 97 5750 19.8
45.1 97 5800 18.9
45.2 97 5840 16.6
45.3 28 5630 1.6

 

just out of curiosity...is there any disadvantage to these 2 piggybacks

http://www.haltech.com.au/ecu_comp.htm


http://perfectpower.canspeed.com/home.htm

 

yes, getting them to fully work on the 4th gen maxima

 

What diameter slicks were you using? I could figure it out from your trap speed and RPM but I don't feel like busting out the calculator right now.

Did you bounce off the rev limiter in first gear? I notice it's showing the same RPM (6740) for 3 datapoints at the end of first gear.

Spraying right off the line right?

 

26" slicks

First gear could have hung or somthing I dont really know but Ive notice that the E-01 data logging does that every now and them, wierd.

Yes spraying, but the TPS data is wierd. All I can think is that I was dancing with the throttle for traction or the pull of the launch pulled me off the pedal. I have a manual WOT switch for the nitrous, so it may not have been flowing.

 

Do you think the nitrous was flowing or do you think it was not? I am just wondering based on how quickly you built boost coming out of the hole ~10psi only half a second into the run. I don't have any clean launches on slicks so I don't really know how quick it comes on with traction in 1st.

 

Its hard to say, but based off of TPS I would think it hit for 1/2 second then went off.

 

hey...10psi plus nitrous just a half second into the run you had to be spinning tire! best thing to do is roll off and roll back on which is what i assumed you did when i looked at it. weird that the boost continued to build but w/ the t/b being at only 60-70% makes sense. btw...rev limit set at 6740rpm for first gear? also, was this your 11.4 run cause i am noticing a little over 12.0secs of data?

 

It says it's from his 11.4 run. He probably stayed on it past the finish line like most people do.

 

I finalized my order for a new JWT chip today. Based off of VP109 fuel. I am staying with the Z32 MAF. For the strip I will use the MAP from the E-Manage for the high boost levels to add duty cycle to the 740cc injectors. The way I see it is that with FWD the capacity of the Z32 MAF is good enough for street. The JWT ECU tune is pretty good for part throttle and a safe street tune. I will not be running race gas on the street of course. I plan to re-install the water/alch injection and use the J&S to handle any detonation that the water/alch injection cant control. this should be fun.

 

Sounds mean.


...is it spring yet?