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flipski

nissan vq35de

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Our 350Z base map has injector deadtimes and ignition dwell times for the stock injectors and coils.  I have notes that the injector flowrate on our car was 284cc @ 345Kpa, which was the base fuel pressure.  The fuel system type is returnless.

 

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Thank you very much! I will try to play with VE tuning this winter. I did run a track event last weekend with the G4+, I was able to tweak my fuel and throttle after a mostly street tune and my engine didn't go KABOOM. :D

One last thing, what about Short pulse adder ? they are all zeros...

 

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20 hours ago, flipski said:

One last thing, what about Short pulse adder ? they are all zeros...

Leave SPWA at zero, since you have such small injectors you will never operate with a short pulse width.

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Alright , So I finally decided to switch to modeled mode for my car and I have a few question regarding the predefined values in the basemaps.

1. Fuel injector are setup with 285cc at 43.5psi whereas Adam mentioned 284cc at 345kpa or 50psi ? But since the fuel main settings is set at 43.5psi instead of the 50psi that my car is supposed to run, I guess the pulse width is still correct even tho the fuel pressures are not the one the car is experiencing ?

2. VVT table. In the traditional mode, the VVT Inlet table has the rpm and TPS axis. By using this table as is, I would need to setup a 3d VE table? with rpm,mpg and tps. Since changing the intake cam angle should affect the VE of the cell the engine currently sit in. Or should I just swap the axis on the VVT to the MPG ? and deal with 3d VE tables after I get better at tuning.

3. what should be a good starting point for a VE cell ? I've noticed the traditional cell value don't match up after switching to Modeled equation ? I am running lean everywhere and since I am fuel tuning via datalog, I want to make sure I am not melting something before I hit the dyno and run a full VVT and ign timing tuning session.

Thank you

 

Edit: 1 more question. I've changed my intake manifold. It is a Kinetix velocity , made of stainless steel which is a bad heat conductor ( at least a lot lower than the aluminum plenum). Does the charge temp correction table populated from trial and errors ? or is there a specific formula to it ? Thanks

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58 minutes ago, flipski said:

Fuel injector are setup with 285cc at 43.5psi whereas Adam mentioned 284cc at 345kpa or 50psi ? But since the fuel main settings is set at 43.5psi instead of the 50psi that my car is supposed to run, I guess the pulse width is still correct even tho the fuel pressures are not the one the car is experiencing ?

You need to input the correct data otherwise the error will get baked into the VE table.  (VE table will need larger numbers if your injectors actually flow less than you tell the ecu they flow).

 

1 hour ago, flipski said:

2. VVT table. In the traditional mode, the VVT Inlet table has the rpm and TPS axis. By using this table as is, I would need to setup a 3d VE table? with rpm,mpg and tps. Since changing the intake cam angle should affect the VE of the cell the engine currently sit in. Or should I just swap the axis on the VVT to the MPG ? and deal with 3d VE tables after I get better at tuning.

It is generally easiest to use the same parameter on the axis of your VVT table as your fuel table.

 

1 hour ago, flipski said:

3. what should be a good starting point for a VE cell ? I've noticed the traditional cell value don't match up after switching to Modeled equation ? I am running lean everywhere and since I am fuel tuning via datalog, I want to make sure I am not melting something before I hit the dyno and run a full VVT and ign timing tuning session.

It will be completely different.  Typical VE numbers will be about 50-60% at idle increasing to 100-120% at peak torque.

 

1 hour ago, flipski said:

1 more question. I've changed my intake manifold. It is a Kinetix velocity , made of stainless steel which is a bad heat conductor ( at least a lot lower than the aluminum plenum). Does the charge temp correction table populated from trial and errors ? or is there a specific formula to it ? Thanks

Trial & error/testing.  On the dyno you can get a feel for it by varying air temp while keeping coolant temp relatively constant.  You can often vary air temp by directing air from behind the radiator into the intake.

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On 10/16/2018 at 6:42 AM, Adamw said:

Our 350Z base map has injector deadtimes and ignition dwell times for the stock injectors and coils. 

 

Hi Adam, sorry to up an old 3D. I have the N350+ on my 350Z. My car is supercharged (built engine) running @0.83bar and I've already the tune done.

I've seen the dwell time tune setting is between 3.9ms and 3.5ms @13/14v. Coils are stock ones.

Now I have a set of Okada plasma direct to install. Do you know if any modification on dwell time is to be done? Maybe increasing a little bit around 4ms flat @13/14v?

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I would only increase dwell if you were getting noticable misfires.  If it ran fine with the orignal lower dwell then you are only heating the coils more and shortening their life by giving it more dwell.

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On 7/9/2019 at 11:22 AM, Adamw said:

I would only increase dwell if you were getting noticable misfires.  If it ran fine with the orignal lower dwell then you are only heating the coils more and shortening their life by giving it more dwell.

Hi Adam thanks for reply and your advice. :)

No i don't have any misfire so far. at least nothing logged into the ecu. Only event I have is "rpm limit"....which was not happening before, or at least I didn't notice since ecu statistics was reporting a max engine speed above rpm limit of 6700rpm. Now seems to be cutting around 6400/6500rpm from logs. Anything I can do?

 

Attached my tune, would you be so kind to have a look? just for an advice in case of any. :)

 

 

 

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On 7/9/2019 at 8:07 AM, SC350Z said:

Hi Adam thanks for reply and your advice. :)

No i don't have any misfire so far. at least nothing logged into the ecu. Only event I have is "rpm limit"....which was not happening before, or at least I didn't notice since ecu statistics was reporting a max engine speed above rpm limit of 6700rpm. Now seems to be cutting around 6400/6500rpm from logs. Anything I can do?

 

Attached my tune, would you be so kind to have a look? just for an advice in case of any. :)

 

 

 

i dont see any tune.

 

On 7/9/2019 at 5:22 AM, Adamw said:

I would only increase dwell if you were getting noticable misfires.  If it ran fine with the orignal lower dwell then you are only heating the coils more and shortening their life by giving it more dwell.

thats right, you can even lower the dwell until you lose power on the dyno or have misfire (sometimes you are gonna see lost on power before hearing a misfire), and then rise the dwell until you stop gaining power, you want to have as lower dwell time as you can. 

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On 8/8/2019 at 11:12 PM, Rossobianconero said:

i dont see any tune.

Hi! Modified the RPM Limit table with Advanced Mode "ON", hereafter. RPM limit is 6700rpm.

image.thumb.png.3c3d7dd8600d4806273051affcd89793.png

 

About "Limit ignition Trim", shall I put a negative trim for timing?

Sometimes the ecu records a kind of "ping" of knock (on log there is spike quite close to the threshold) when reaching RPM limit.

 

 

On 8/8/2019 at 11:12 PM, Rossobianconero said:

thats right, you can even lower the dwell until you lose power on the dyno or have misfire (sometimes you are gonna see lost on power before hearing a misfire), and then rise the dwell until you stop gaining power, you want to have as lower dwell time as you can. 

This is the current setting:

image.png.1b74dd98a85ec2923054382ef87dd2b3.png

It works between 3.5ms to 4ms, but it never reach the upper limit. it stays around 3.6ms, then it goes down with rpm. Seems to be performing well like this. tried to increase it but was not gaining anything...also the sound at exhaust was not that good... it's better with the current setting. Dunno if it makes any sense ...

 

About MAP/BAP.... My ecu is already tuned, therefore I did not run any further MAP calibration.

The BAP reads around 97.6Kpa with ignition on and engine off. MAP reads 98Kpa (1.14V on AN9 analog input)

image.png.bb6ab2ac196c5f356b02617f2c6c23da.png

 

.....they are quite aligned, is that ok?

 

Thanks!

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21 hours ago, SC350Z said:

About "Limit ignition Trim", shall I put a negative trim for timing?

Sometimes the ecu records a kind of "ping" of knock (on log there is spike quite close to the threshold) when reaching RPM limit.

It would be very unlikely to get real knock at redline.  Typically the knock RPM lockout would be set a little lower than the RPM limit so it doesnt matter if the limiter causes some false knock.

 

21 hours ago, SC350Z said:

About MAP/BAP.... My ecu is already tuned, therefore I did not run any further MAP calibration.

The BAP reads around 97.6Kpa with ignition on and engine off. MAP reads 98Kpa (1.14V on AN9 analog input)

Yes that is fine.

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12 hours ago, Adamw said:

 

It would be very unlikely to get real knock at redline.  Typically the knock RPM lockout would be set a little lower than the RPM limit so it doesnt matter if the limiter causes some false knock.

 

Yes that is fine.

Hi Adamw, thanks for you reply!

here the knock table set-up. The rpm high lockout is set to 7000rpm, but my rpm table limit is 6700rpm. Shall I decrease the lockout to 6600rpm?

image.png.01149d3cf2c928eb590218d36e8c5bf9.png

 

This is the knock threshold setting by the way:

image.png.5a30c4fc7f282bcf8a6c3173b2816cca.png

 

May I ask your opinion on these settings of VVT and Ign.Timing? How do they look like? I run a supercharger which push 0,86bar max @6700rpm (no catalityc converters) with 264/264 cams.

image.thumb.png.7cccf86b8031e27b3213542d52d79ae9.png

 

image.thumb.png.26abdd589d0aa78622cff9d90b4170dd.png

 

 

About "spark duration" in Igniton Main Table, it is set to 1.5ms (by default) with "direct spark" mode. Since the default Dwell is 3ms but I run it around 3.6ms, shall i increase accordingly also the "spark duration" to for example 1.7ms? Or it doesn't really matter anyway being a "direct spark" system?

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11 hours ago, SC350Z said:

here the knock table set-up. The rpm high lockout is set to 7000rpm, but my rpm table limit is 6700rpm. Shall I decrease the lockout to 6600rpm?

 

The limiter will start to come in at 6700 minus the limit control range, so I would set the lockout to more like 6400RPM.

 

11 hours ago, SC350Z said:

May I ask your opinion on these settings of VVT and Ign.Timing? How do they look like? I run a supercharger which push 0,86bar max @6700rpm (no catalityc converters) with 264/264 cams.

I have little experience with these engines sorry.

 

11 hours ago, SC350Z said:

About "spark duration" in Igniton Main Table, it is set to 1.5ms (by default) with "direct spark" mode. Since the default Dwell is 3ms but I run it around 3.6ms, shall i increase accordingly also the "spark duration" to for example 1.7ms? Or it doesn't really matter anyway being a "direct spark" system?

Spark duration will have no effect with a direct spark system.  It really only comes into play on V8's or high RPM 6 cyl engines still using a distributor.  With a distributor you have a very limited time to charge 1 coil 6 or 8 times every cycle so the ecu needs to know the spark duration so that it can reduce dwell if it is going to overlap with the previous spark.

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the dyno is gonna be your best friend for vvt tuning, cause is not na you can just see your lambda to check that your VE is increasing or decreasing (more or less power). cause you are FI sometimes you can see higher boost but doesnt necessarily mean you are making more power (at least in turbo engines)

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On 8/26/2019 at 7:06 PM, Rossobianconero said:

the dyno is gonna be your best friend for vvt tuning, cause is not na you can just see your lambda to check that your VE is increasing or decreasing (more or less power). cause you are FI sometimes you can see higher boost but doesnt necessarily mean you are making more power (at least in turbo engines)

Yeah clear. In case I will try to increase the intake cam advance like 4 -6 degree (where it is 0 @ 60-80MAP), is there any issue with valve to piston clearance?

image.png.dc3c83a9c651d36b45225527b8f11028.png

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