boostDR

Got it sorted. Changed the CAN offset to 0 from 10000. The output range has changed from 0-150 to 0-900 but that is all good. I adjusted the maps to suit. appreciate the help Adam as always, top support Matt

I’m getting CAN TC Cyl 1 Input in the runtime values as 10000 when it should be zero or was zero coming in on CAN AN V2

Ok. I think I understood and got all that right. see attached picture

It’s variable 0-150

I’m also using it for ign retard on torque reduction request from the OEM ECU, but the problem is this increasing boost by about 3psi at high load. How do I swap it to CAN DI or CAN TC#8 ? Then get the priority of throttle Maps correct to only be active when a reduction request is rx’d? cheers, Matt

I'm trying the setup the follow considerations for E-throttle control however not sure how to get there.. I currently have ethrottle table 1 set as AP vs Inj Duty. I would like a second consideration. I have the transmission torque reduction request coming in via CAN AN V2. Problem is the hierarchy of tables. When the torque reduction request comes in I want that map prioritised. Is there a way to setup ethrottle map 2 activation when input above 0 is rx'd from CAN AN V2 ? Or am I going about it the wrong way? Cheers Matt Link Fury G4+

I’ve had the same issue with my Fury. My theory was when I changed the log setup but didn’t store before changing a parameter in the tune it wouldn’t log. If I changed the log setup, stored straight away it would be ok. Matt

I had a similar issue. Couldn’t sort it out. Running a truck battery jumped helped which made me think the dead time vs voltage was off. But I feel that may be related to better spark to ignite the mixture The thing that fixed it completely was removing my Xspurt 1000cc injectors which had the dispersion disc machined off like other high flow injectors (ID,etc) and replacing with Bosch 3/4 long nose 980cc injectors. These have a proper dispersion cap (7 hole maybe) rather than the garden hose single outlet. All my problems went away. Black smoke disappeared, starting problems were non existent Car felt OEM again and picked up some fuel economy and power. Picked up the problem by filming the injector firing at cranking on a high speed camera. The Xspurt injector would hit the valve/port and stick to it mostly, the Bosch would hit it and bouch back in a mist Ball night and day difference. The Amount of post injection Tau(wall wetting) is very obvious with less than desired atomization. May not be your problem but though it worth mentioning my experience Matt

Yep, my Evo rod went at high rpm. Use a fuel based rpm limiter and keep the max rpms reasonable.

4D fuel table adds it own Axis value of 6552.7... removed it and it comes back. Cheers Matt

I've attached my Duty Cycle vs Voltage output lookup table for reference. My cct design: 1KR 510R 22uf 4000kHz constant (Aux 1) Matt MAF_VOLTAGEvsFREQ.xlsx

Ok, modified the cct. Works as expected now, thankyou. 15 % duty at 1kHz is 5.1v 84.5% is 0.05v response time is ok. You can see a slight ripple at the second decimal point. I might try 4kHz on the weekend and see how it goes. Matt

I have it set up as GP PMW and 1000hz constant. Duty: 100% is 3.3v and 0% is 6.8v The PWM output goes to ground at 100% and sits at about 7v at 0%. Wondering if I’m doing something wrong. Can seem to get the required scaling.

Done. Will post up the frequency vs voltage once I do some testing.

Hi Adam. Any chance you could post that R-C cct solution. :-) Kind Regards, Matt

Sorry I have a Fury. Sounds good. Enjoy the Easter break. Chat soon.

Hi, Is there a way to output 0-5v referenced to MAP ? I want to remove my MAF sensor however the TCU still requires the reference signal. Kind Regards, Matt

Just found in the help me notes, “only a few auxiliary output functions allow high side driving, ie GP output and CAM switched” I used CAM-Switched and it works fine now. So not a firmware bug ;-) Matt

Hi. I found the shift light output which I have set on Aux 5 defaults back to low side when the ecu is restarted. I require High side however it won’t save the setting. The driven source is 36 ohms so should be under .5 Amp draw Is this possibly a firmware glitch? My firmware is: 5.6.5.3389 Matt

This is exactly what I did. Cut the gray and yellow wire near the plug. Both comms now work without a problem. :-)

Mate. Your a legend. Easy fix. I’ll let Perfect Tuning know also. Im using CAN B already for info thanks again, great support. Matt

There is a speed sensor to analogue 0-5v output module available that people have used with the Borg Warner EFR turbo speed sensors. https://www.dccdpro.com/tsspro-turbo-speed-scaler/ Matt

I have found when I plug the candash cable into my Fury it disables the tuning port. Is there any way around this? Running a perfect tuning gauge from the communications port and USB from the tuning port. Regards, Matt

AdamW your a dead set legend mate. Can’t thank you enough for taking the time out to work with me to get this working. Champion.

Cheers for the support Adam very much appreciated. The M35 Stagea tuning community is slowly getting stronger. I administer a 400 member group (fb M35 Stagea Tuners) who are keen to pursue this ecu as our now number 1 best option due to some pretty impressive results on the Fury I understand the lack of return on investment to define the entire Nissan M35 specific ID’s and that’s not what I would expect. Would be a huge help to just be able to receive the gear position status(1,2,3,4,5) to reference for gear based Boost and ignition. And the gear shifter position(P, R, N, D, M) for idle control and load considerations as manual mode presents additional tuning challenges on our cars due to the torque convertor locking up under full load. Both these input ID’s and variables are confirmed the same as the 350z/G35 preset. I am keen to help the wider community, so if we are able to define these particular variables it would be great to add to the help pages or config so we can all benefit.(and sell more ecu’s) Regards, Matt