I found where you got that Mingo...don't look at the ECU diagram EC24...look at the tables on EC139. I think alot of the diagrams have leftovers from the 4th gens.

 

What do you mean?

 

I assume sensors ground mean it is connected to the same ground as all the main engine sensors. That ground is the timing chain cover on the DEK; and that is a very good ground spot.

 

well etiher way i'm done and it works. still can't pull ignition timing..

 

Mingo did you make a datalog file you could send me? I'd really like to see what happened with the rpms and timing values when you tried the crank inputs so I can compare to my car.

And just to confirm, you had JP15 set to 1-2 and crank signal selected on the engine set up tab correct?

Also, you may have seen this on the other thread, but which rpm method are you using?

Can you hook up the tach line and then see if you have any timing control, either retard or advance?

Thanks for helping out on this, I wish I didn't have winter to deal with or I'd have just kept on going.

 

i can use both tach signal and ignition signal to pull rpm but definately not crank signal..

 

For those who are interested: a little video of the 2-step launch limiter on the EU in action. This is on Sharif's boosted 350z.

Right click & Save As

 

Kids don't try this with catalytic convertors.

Dandy,

Any info on jumper settings, support tool config, and crank/cam wires Greddy told you they used on the DET?

 

How'd you verify that?

Also, what are your injector duty cycles vs. RPM to redline like?

Are you using the VQ30DET or VQ35 config?

 

Haha no kidding!


I believe same jumpers as mine (JP15 set to 1-2), both crank lines hooked up but no cam. Software set to DET with crank pickup.. not sure which firmware/software version.. Kenji didn't know last time I talked to him. I suspect they were using a new firmware version already rewritten for our signals. But they still had problems with the car stalling hence the need to do a hardware module, which I will be receiving once it's done.

Kenji has been out east setting up a new office for weeks and hasn't been in close contact with Japan, and I'm too busy now with Christmas coming so I've let things slide for now. I'll pick up with him again right after New Year's.



I believe Mingo used the DET config, and I don't think he really has verified any timing changes other than not being able to see the timing displayed on the EU, which doesn't tell us anything. I have a datalog from him I can check for the IDC's if he doesn't answer first.

 

Does the crank POS go to the EU crank input and the crank REF go to the EU cam input? Or is it the other way?

 

Yes that's correct. POS to crank and REF to cam.

 

i've been swamped with work the past few weeks, trying to meet deadlines and what not.

i'll be out of town for 3 weeks starting monday so i won't be able to do any tests until i get back. i don't know what my injector duty cycles were.

i ran the vq30det settings with version 1.9

 

If you have any logs with WOT periods or runs to redline, could you send them to me?

 

So this is working except for timing and rev correct. Other then that is it running.

 

alex check your pm
i need your email addy so i can send you the new datalog file.

 

my car sounded like that 350 yesterday when all of the sudden the cam sensor crapped out... weird.. for a minute i though i blew the engine until i noticed how the car was still smooth below 4krpm


how do i change vehicle speed to mph on the emanage?

 

You can still adjust the timing in the meantime indirectly via MAF conditioning.

 

I'll just wait till after january to get mine.

 

here is a post from a guy on supra forums who has got the rev limiter extension to work:

"I have determined that the rev cut DOES work. It's fairly easy to understand once I read over it a few times. There are two colums for this map. First column is the hold point, which I have set for 6800 rpms. You set this just before stock rev limit. Since stock rev limit for the 1JZ is ~7000-7200, I've decided on 6800. The second column is for the new rev limit, which I have set for 8000. Now, the rows are for the injector duty cycle. This is the complication. At this point you have to input the injector duty cycle for each load point of reference. You have to log your injector duty near stock redline to get a basis to work from. I basically continue the trend curve of the injector duty cycle along the stock redline point to get my new reference numbers. In the end, you basically have to make your best guess. It is working however, but I have to take out some fuel because I've got too much in there. The good news is that I can confirm that it does work.

- Hams."

 

The problem is not with getting the software to work for the rev limiter its the firmware/hardware and the VQ30.

 

Exactly, the software is easy to setup. And it also works on some other cars such as the IS300 and a couple others I've read about but can't quite remember now, - but only because the crank signal pickup is working on those cars.

What drives me crazy is that the EU should be fully functional for the 350Z guys with the VQ35 and nobody over there has the cahones to test the rev limit out.

 

The rev limiter and ign advance would be the first 2 things I would try. Thats the reason for me getting the EU. I'm surprised someone finally did the 2 step.

 

Haha those WERE the first two things I tried once hooking everything up.

I just can't understand why the Z guys won't try the limiter. It's not like they're going to blow their engine by going a few hundered over... even 300 or 400 will show up on a scanner and as long as you dump enough fuel up there it should be fine just for the purpose of verifying it works.

 

You don't need the crank/cam for the rev-limiter...don't ask how I know.

 

Ok spill the beans... how do you know..

And are you talking about a VQ30? Or another application...

 

Both....Transonic guy did it with RPM input selected on at least one run I've seen, but later used the crank/cam, I think.

However, after last nights runs, it's clear the EU can do it at least up to 6600rpm, it just needs help.

If you get a chance, tell Kenji we need the 5ms hold time increased, otherwise the EU and ECU are playing tug-of-war on the IPW/IDC and it isn't smooth. Basically, the EU is kicking in when it should and does what it should, ie holding IDC up from 6492rpm when the ECU cuts it, however the EU stops adding IDC after 2-5ms and then repeats when the ECU stops cutting and RPM goes back up. In short, by "riding" the stock fuel cut timing, you can get to 6600rpm. I even went further, however it was by unloading the engine when I pushed in the clutch.

My point being, that *IF* the EU hold time can be increased, the ignition inputs will work instead of crank timing.

 

Actually, I take that back, I didn't unload the engine, since TPS still was 100%.

And I hit 6794rpm on a rebound.

 

Ok now did you get the extended rev limiter to work or not? Are you closer? Is it possible to do without the cam/crank sensor connected?

 

Jurys still out.....

 

Here is a better example of what SHOULD happen, however once Greddy extends the 5ms hold time.




Here the RLC map kicks in at 6477 right before the 6492 cutoff(orange drop off) where you see the dark blue IDC output spike. However, then the RLC stops and the IDC output returns to the IDC input.

 

Are you sure Brandon got that working using the rpm input? I thought he only tried it after hooking up the crank...

I remember asking Kenji about this a few months back, ie-is the hold time too short but he seemed to think it wasn't, and that we should wait until we had the crank signal working. He could have been wrong, I will bring this up again with him and have another conversation about it.

But I'm wondering if it's another case of our Nissan ECU's being particularly annoying... if you look at Brandon's log on his forum from even before he fixed his faulty RLC map, when he revved past his limit his input IDC didn't drop off like the log you've shown above. So his ECU must have still been providing fuel. But if our ECU is continually providing a major fuel cut until it sees the rpms fall below the factory limit, then what hold value would be required? It would have to be pretty long and would depend on how high you wanted to rev. For example, even revving from 6500 up to 7500 can take a good 1 second depending on the gear etc. That's hundreds of times longer than 5 ms.

BTW, was that last log you posted from your car or Mingo's?

I hope I'm making sense... been drugged up for a couple days after getting 3 wisdom teeth out so not sure how clear my thoughts are.

 

I'm pretty sure on Brandons', but could be wrong. It's the one where his TPS is 10%, which I still don't understand why.

I'm not done yet, I think I see another reason for mine doing that. I know I can get it better, however by my calculations we'd only need 7.5ms or so max for the hold time. However, the issue I see is that it appears the HOLD rpm and hold time vary depending on how fast the engine is increasing in speed, ie 2nd gear vs. 3rd gear. So, even if what I try works better, it might only work for one gear.

I don't have Mingos' logs, those are mine. He tried sending them to me, however my email or his email didn't let it through.

 

Scroll down to Brandons' Quote on the email he sent Kenji. It has the em2 and log, look at the Vehicle Ignition setting:
http://www.transonicracinginnovation...r=asc&start=30

That's ASSuming the log is from that setup, but not sure.

 

Also, two things unrelated, but I don't want to forget.

1)Unintended MAF/TPS/etc. delay side effect causes no annoying "fuel cut" issue when letting off throttle slightly. Need to figure this one out. However, at other times throttle seems laggy.

2)In my reading/brainstorming process I believe I have figured out a way to create ALS(Anti-lag System) by using the "A/T Shift" tab to retard timing up to 20-degrees when upshifting or downshifting for turbo cars of course. The only thing necessary is an airbypass around the TB and hopefully 20-degrees is enough to make a significant difference.

 

I looked at Brandon's log again; it's showing a timing value on the list of parameters logged which makes me think that log doesn't correspond to that particular setup file and he did in fact have the crank connected. Reason being that the timing value is not supposed to display unless the crank pickup is active and selected.

Just for comparison check out one of my logs below. For that log I had the HOLD set at 6400 and LIMIT at 7500 with a full 5ms wait time. Maybe I should have set the hold a little later, closer to the actual limiter.

I'm still doped up on painkillers; math may be a bit of a stretch right now but how did you come up with a hold time of 7.5 ms?

I want to talk this over with Kenji again to better understand exactly how the EU is supposed to function in this regard. I know we had a conversation about it previously but it's a little fuzzy in my memory (then again that could be the painkillers now too.. lol)

 

Hey guys, I got my Emanage Ultimate sitting here- got to unwrap Xmas gifts early right after Xmas eve dinner.... anyways I have the ignition/injector harness which looks like its all I will need to get this thing wired up... but the Support tool is not there- no CD.

From what I seen is most ONLINE stores which sell these say that it includes the CD, where can I download a copy (I wouldn't mind paying few bux to the person who is willing to share it) ? I don't really wanna purchase it as I know its very simple small file.

 

http://www.mohdparts.com/emanage/ind...20&%20Firmware
Software is on there

 

Its asking for a serial #, I can't proceed forward with the install till I get that, can anyone PM me one pretty plzzzz ?

 

You gotta be smarter than the software.
Company: none
Serial: none

and bam, install it.