The boost gauge can be rescaled, and/or made to wraparound in order to display boost pressures in excess of the limitations of the standard gauge.
The Boost Gauge Rescale feature allows the tuner to rescale the boost gauge in order to accurately display the level of boost when it exceeds the normal factory scaling. Please note that it is not possible to change the numbers on the gauge at this time and this feature will NOT change Target or Actual boost values, only the boost gauge display will be rescaled.
Example 1 Boost Gauge Multiplier: 1 Boost Gauge Offset: -1.0
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Example 2 Boost Gauge Wrap Threshold: 1.5 Boost Gauge Wrap Subtraction: 2.5
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The RaceROM Boost Controller feature allows the driver to adjust the maximum desired boost using the cruise control buttons (when the cruise control is off). The boost level selected is displayed on the dashboard monitor.
The RBC feature operates as an upper limit on the desired boost. The feature will not increase the boost above the level set in the ECU desired boost map. For this reason, you must ensure that the ECU Desired Boost is set to the same or higher value than the RBC Max Boost. You should also set the Desired Boost Limit maps accordingly.
The Per Gear Boost Control feature (Mode 1 to Mode 4) allows you to adjust the target boost based on Gear and RPM. This can be used to provide a higher boost level in lower gears for rapid acceleration while maintaining the standard boost level for cruising in the higher gears. The ECU will apply a multiplier to the Desired Boost based on RPM and Gear.
Integration with Map Switching Feature
Separate per Gear Boost maps are provided for each of the map switching modes.
These maps define a percentage multiplier based on RPM and current Gear. The multiplier is applied to the ECU Desired Boost Table.
To meet the increasing demands of higher and higher power levels being achieved on a reprogrammed factory ECU, we have added a strategy to adjust the power output to control and prevent clutch slip. This can be used to both impose a torque limit and/or retard the ignition to temporarily reduce power to halt clutch slip to acceptable levels.
This strategy will cater for instances where the TCM does not send a torque reduction request after a launch.
Once slip exceeds CSP Entry Slip for a time exceeding CSP Entry Delay then CSP becomes active and it reduces the power using ignition retard and reduced boost target. The strategy will try to bring the clutch slip down to CSP Slip Target and remains active until Clutch Slip drops below CSP Exit Slip for a time exceeding CSP Exit Delay.
The CSP Torque Reduction Gain map is used to change the overall torque reduction response to clutch slip, the CSP Torque to Boost Gain and CSP Torque to Retard Gain determine how that torque reduction is achieved, this is detailed below.
Map List |
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Live Data Parameters
CSP Flags 1 = Outside upshift exclusion time Note: These values are displayed as a sum e.g. 3 = 1 +2 = Outside upshift exclusion time & Minimum slip condition met |
To improve diagnostics the MIL source parameter was added so that you know what the check engine light flashes are caused by. The following is a list of the numbers and outputs from the ProECU live data parameters.
Value | Warning |
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01 | Failsafe |
02 | Knock Warning |
04 | Clutch Slip |
08 | Custom Sensors (Voltage out of Range) Failure |
31 | All |
48 | Beta (reserved) |
64 | Live Tuning |
128 | Custom Maps Failsafe |
the ECU Connect page is Called MIL and displays the warning values as the text values above
A simple but effective 12 injector strategy has been implemented that allows 12 injectors to be run on the GTR using additional hardware. Due to the limited spare outputs and the difficulty of fundamentally changing the low level scheduling of outputs, 12 injector support is achieved by switching a secondary bank of injectors on at low to moderate load while scaling the injector constant during a “ramp in” period. The secondary air solenoid is the only output currently available to use with this feature. Details on how to implement this are available on request.
Operation
The below screenshots shows the various stages of activating and deactivating the secondary Injectors
Map List
The standard ECU supports a maximum injector size of 800cc. RaceROM removes this limitation so you can fit larger injectors. RaceROM also offer different Injector size configurations for each of the 4 map switch modes enabling dual fuels to be used (example E85 the value could be decreased by around 25% therefore increasing each Injector open time period by 25%)
When using RaceROM Feature File Phase 3 or newer the factory Injector Flow Scaling map is not used anymore and should be ignored
This map is used instead of the normal Injector Flow Scaling map. Separate values can be specified for each map switch mode.
timing strategy is very good when applied to a stock car but difficult and restrictive to tune for high power applications. RaceROM adds easy to use larger maps with high precision load input axis for improved control and range. Supporting maps are also added for further safety.
Some OEM maps are included here for convenience, but not all are covered in this guide yet.
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Live Data Parameters
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A simple driver warning for excessive knock control activity, flashing the CEL when triggered by knock retard. The ECU retards ignition timing when knock is detected. When the amount of retard exceeds the threshold, and increases further, the Check Engine Light will flash rapidly three times.
Map List |
For more information check out |
The MAF Bank Switching feature allows you to correct the airflow measurement after fitting an aftermarket intercooler that swaps the airflow between the left and right banks of the engine. Some aftermarket intercoolers swap the airflow between the left and right banks of the engine having the air flow across the intercooler core, as opposed to the factory style where it loops back around to the same side throttle. This feature compensates for the mechanical alteration by swapping the MAF sensor readings between left and right banks.
Only check this box if the new Intercooler swaps the Intake flow between banks otherwise the ECU will be looking at the wrong throttle butterfly and wrong MAF sensor (for Mass Airflow reading) when controlling Idle and during Idle balance. |
This Map contains the checkbox for the Enable MAF Swap feature.
Stock-Style AMS Intercooler
Greddy Cross-flow style intercooler
The Map Switching feature allows you to up to define four different calibrations in the ECU ROM. The driver can switch between the calibrations at the press of a button. It is envisaged that this feature will be used to provide a comfortable calibration for everyday road use and a hard-core maximum performance calibration for use at the track. Alternatively you could use this feature to provide four calibrations optimised for different grades of fuel.
The Map Switching feature is enabled by the Map Switch Modes option list in the RaceROM Special Features section. When this feature is operational, the ECU can be programmed with up to four different calibrations and the driver can switch between them.
You can optionally display a number for each mode on the coolant temp display, perhaps to remind the driver the octane level of fuel that this mode has been optimized for.
The driver can select the map switch mode by holding down the cruise control "Cancel" button for 1 second when the cruise control is switched off.
The tachometer will move to 1000,2000,3000 or 4000, to indicate mode 1,2,3 or 4.
The mode number may optionally be displayed on the coolant temp gauge.
The driver can adjust the mode by using the cruise control Set/Cst and Res/Acc buttons. After selecting the desired mode, press “Cancel” again to save it.
When tuning a car with a fuel temperature sensor, it is now possible to compensate for changes in the fuel temperature. Typically fuel pulsewidth is increased with increasing fuel temperature to compensate for the drop in fuel density, numbers greater than 1.0 will increase injector effective pulsewidth.
The table below outlines the approximate multiplier required to correct for a difference in fuel temperature.
Changes in fuel pressure can be compensated for using this new map, in conjunction with an additional sensor configured using the new sensor options. For the purposes of this correction Relative Fuel Pressure is used and represents the pressure difference between the inlet (fuel rail) and nozzle (inlet port) pressures, defined as:
The below example is shown using a nominal fuel pressure of 3.5bar (50.75 psi)
This is demonstrated in the graph below showing that while the pressure in the fuel rises with manifold pressure the relative pressure remains consistent, only varying due to the limits of the regulator when the second pump activates.
At close to sea level with an atmospheric pressure of 1.0 bar this would result in a relative fuel pressure of 3.6 bar if the Gauge Fuel Pressure was 4.9 bar at 2.3 bar MAP (1.3 bar relative boost).
Within the normal range of fuel pressure the injector pulsewidth should be multiplied according the following approximation.
Below are examples of how to populate this table for common base fuel pressures in bar
The four ignition maps can be calibrated for different fuel, in addition we can change the values shown on the Coolant Temp Gauge during Map Switch Mode to indicate the fuel currently in the fuel tank.
Map Switch Mode | Coolant Temp Gauge Display | Sugesting Fuel Type |
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Ignition Timing Mode1 | 95 | 95 RON |
Ignition Timing Mode2 | 98 | 98 RON |
Ignition Timing Mode3 | 106 | 106 Octane Race Fuel |
Ignition TIming Mode4 | 85 | Ethanol Based Fuel (E85) |
Default values shown on the Coolant Temp display when Map Switching
Example values that could be shown on the Coolant Temp display when Map Switching
When MODE 1 is selected the Coolant Temp gauge will show 95 (203F)
When MODE 3 is selected the Coolant Temp gauge will show 106 (228F)
NOTE: The units are in Deg C (Celsius) but on US models the values will be displayed in
Fahrenheit . So you will need to reduce the Deg C values so the correct Fahrenheit value is shown on the display. Google offers a simple online conversion.
In addition by using the Rev Counter tacho indication for Map Switch Mode then we still have a visual indication of Modes 1 to 4 (requires TCM programming with the latest RRFF version for Tacho Indication).
Easy to use rev limiter that employs a 100% fuel cut with hysteresis. Calibratable based on Map Switch Mode and Gear.
The Per Gear Rev Limits features allow you to define different rev limits for each gear. By setting a higher rev limit in lower gears you may be able to reduce the number of gearshifts required in attaining a given speed. E.g. 0-60mph or 0-100km/h tests.
To simplify the setting of the fuel cut based rev limits, they now all appear in one 3d map and use a single 1d value to introduce hysteresis. The fuel cut will be active over the RPM value in this map, and fuel will only be restored when the RPM has dropped below this level by Rev Limit Hysteresis.
Be aware that GEN2 cars typically have a 7300rpm fuel based rev limit so you may wish to raise the defaults in this map to match the stock limit.
Hysteresis value used when Rev Limit Per Gear has been triggered.
Custom sensor inputs have been added for fuel pressure and coolant pressure, and extra functionality has been added to the existing FlexFuel sensor input, which now falls under the Sensors category with all the OEM and RaceROM sensors.
Map List
Due to the identical nature of each of these sensors, the common maps are only described for the fuel pressure sensor, but the same functionality applies to all the custom sensors.
If any of the custom sensor inputs are configured to use “Boost Sensor” as their source, the appropriate sensor must be selected here. If any sensor is configured to use “Boost Sensor” the voltage from the non-selected sensor is copied to redundant sensor input.
For example, if “Boost Sensor B1” is selected the follow should happen:
By using the RaceROM Hi Boost map feature we can increase the boost to 3 bar+.
There are 3 MAP sensors fitted to the GTR and they are all 2.83 bar absolute sensors.
One MAP sensor is located in the plenum (Inlet manifold) and can show manifold vacuum, this MAP sensor is used for RaceROM Speed Density and the also the Boost Pressure display on the driver information display.
The other two MAP sensors are fitted pre throttle (one in each bank) and they are used for boost control and boost limit.
Any vehicle running more than 1.7bar boost will need 3 x new MAP sensors fitting pre and post throttle to be able to control boost pressures over 2.70bar absolute using the factory boost control system.
But if Custom Maps is used for boost control (where the plenum based MAP sensor can be used for the pressure reading) then the two pre throttle MAP sensors do not need to be replaced and the boost control can be based on the plenum based MAP sensor.
But please note that the boost limit is based on the pre throttle MAP sensors and if they are still stock items (2.83bar) then the boost limit will never trip with values greater than 2.7bar in the map. In this case you can create a custom map for fuel cut against the Inlet Manifold based MAP sensor.
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The GT-R uses torque extensively for interacting with the TCM and VDC systems, but the 16x16 OEM map used as the basis to calculate torque only accommodates with load values up to 100% which can be exceeded by a stock car running increased boost. To overcome this issue RaceROM adds a new 26x19 map that uses a high precision load input that allows any load value to be used. This gives more accurate torque values at low loads while catering for torque values that can increase with engine loads seen on 1500hp cars.
It is important to understand that torque is derived from load, which is an expression of estimated airflow, so proper operation of the torque model relies on accurate tuning of the MAF or SD and injectors. Errors in the resulting torque of just 10% can give poor shifting feel, so efforts need to be made to ensure that errors in injector scaling are not covered up by poorly calibrated MAF or SD VE maps, or vice-versa.
The default values are calibrated to give results that offer as close to stock behaviour as possible within the range of the stock map. The areas most likely to benefit from fine tuning are in the part throttle zones, and even on cars which have well calibrated fuelling and airflow, tuning this can be of benefit to iron out some odd TCM behaviours.
This map should not however be used as a band-aid to fix a general trend of slipping clutches. Specific tuning of the TCM should be used on cars that have issues holding the peak torque the engine can deliver.
Map List |
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Live Data Parameters
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When the vehicle shifts into a higher gear, the sudden reduction in engine RPM can cause a momentary but substantial increase in boost pressure. The Upshift Boost Spike prevention feature can help to prevent this spike by reducing wastegate duty during the shift. (see screenshot below for a before and after comparison). This problem is exaggerated at higher boost pressures and also with larger turbo’s fitted.
Larger turbos will take long to respond than the stock turbos. |
Without USP - Spike to 1.43bar |
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With USP - Spike reduced to 1.26bar |
This map contains the Enable Upshift Spike Prevention checkbox to enable this feature.
This 3D map allows you to specify a multiplier for the wastegate duty based on the current boost pressure and the time period after the gear change in milliseconds (ms). The wastegate duty will be multiplied by this value during/after an upshift has been performed.
Valet Mode allows the driver to lock the car into a lower performance mode when lending it to a less experienced driver, or as a theft deterrent that kicks in when the car is at a safe distance. Valet mode has been simplified in line with the strategy used on the 370z, as the previous version was frequently commented on as being too complicated to activate and deactivate. Valet mode is operated using the cruise control switches in the same way as map switching. Instead of selecting map switch mode 1, 2, 3 or 4, select mode 8. The map switch mode does not change.
To turn on the Valet mode
To turn off the Valet mode
Please take note that Valet Mode activation is now a toggle and it’s relatively easy to activate. Car owners can in some cases activate it accidentally and it’s not been unknown for car owners to end up at a main dealer to have their “problem” fixed! |
The "Enable Valet Mode" checkbox enables operation of the Valet Mode feature.
When Valet Mode is active the torque output can be limited to prevent a car being driven hard or recklessly. For use as an anti-theft measure it would be reasonable to reduce these values from the default 200Nm after a short distance.
When Valet Mode is active the maximum speed can be limited to prevent the car from being driven at anything beyond a sedate pace. For use as an anti-theft measure it would be normal to significantly reduce these default values to as low as zero after a shorter distance.
EcuTek ProECU tuning tools tools should only be used by experienced tuners who understand the product and engine calibration.
Retail customers ** If you have any doubt that you do NOT have the experienced required to use this product then you should NOT USE IT, you should simply contact your EcuTek Master Tuner shown clearly on the top of your Programming Kit or visit your preferred tuning shop to have a professional tuner to use it for you ** |