VK56VD (Patrol, Titan, Armarda) RaceROM Guide

RaceROM support Notes

With the release of VK56VD tuning software a full suite of RaceROM features are available. Using Knowledge developed from other Nissan models (GTR, 370Z, Juke and VR30) we have included a substantial list of RaceROM features to get the most from the VK56VD, these include

Feature List

• Map Switching of Fuel target, Ignition timing, Knock Control, Accel Pedal Scaling and Rev limits

• Flex Fuel

• Sensor Inputs for Manifold Pressure, Fuel Pressure, Ethanol Content and Coolant Pressure using CAN Input & Repurposed Pins

• CAN Inputs / Outputs

• Custom Maps

• Failsafe's and Knock Warning

• Launch Control

• Rolling Launch

• Speed Density (must have external MAP sensor configured)

• Valet Mode

• Live Tuning

• ECU Connect and phone Flash compatibility

Map Switching

4 Map switch modes are available on the cruise control system and ECU Connect to allow you to select mode specific Fuel targets, Simplified Ignition timing, Knock Control, Accel Pedal Scaling and Rev limits.

Open

Map Switching Feature

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. This allows a tuner 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.

Four separate maps have been provided for Fuel, Ignition Timing and Knock Control, one for each mode. You can also set different rev limits and injector sizes for each mode. The Launch Control and Flat Foot Shift features can be enabled on a per-mode basis.

To select a mode:

1. Ensure that the cruise control is OFF.

2. Hold the CANCEL button for 1 second.

3. The Rev Counter will move to indicate the current mode (eg. 2000rpm = mode 2).

4. Use the cruise up and down buttons to select the desired mode.

5. Press CANCEL to enable the selected mode.

Map List

Open

Drive Mode Integration

Some vehicles have a "Drive Mode" switch allowing the driver to select different throttle responses for "Normal, Eco, Sport and Snow". This can be used to control Map Switching by selecting the "Drive Mode Integration" option as shown below.

Simplified Ignition

Map Switching and the VK56 Ignition System

The VK56 Ignition system is very complicated and difficult to tune due to the adjustments from the VVEL system. RaceROM implements a less complicated ignition strategy which still works with the factory knock control and dynamic advance.

Instead of the standard Ignition MBT Adjustment and Ignition Mode B maps, each of the four Map Switch modes has a single high resolution Ignition Advance map with real Ignition Advance values for easier understanding and more simplistic tuning.

Map Switch Knock Control Enable

With RaceROM you can change the knock control enable map used in different MS modes. this may be useful if you are using exotic fuels and the OEM knock sensing system is not suitable.

Map Switch AFR Targets & Fuel Enrichment

Fuel Map Mode1 to Mode 4 

The fuel map contains target AFR based on Engine Speed (RPM) and Engine Load (%). The vehicle has two factory fitted wideband sensors (one for bank 1 and another for bank 2). The ECU uses Fuel Trim Short Term B1 and B2 to ensure the target AFR is achieved during light load closed loop. Further to this the Fuel Trim Long Term Bank 1 & 2 will make long term adaption trim for continuous Short Term Fuel Trim corrections.

When Engine Load increases the fuelling will operate in open loop and the FTST feedback will not work and the Target AFR will not necessarily be achieved.

The Nissan factory fuel map is very small with very little resolution (8x8). 

EcuTek have replaced this factory Fuel Map with 4 new high resolution fuel maps (24x20) that can be calibrated for each of the Map Switch Modes. Mode 1 is the default fuel map if Map Switching is not enabled.

The Fuel Maps are an AFR Target, the ECU will generally strive to achieve a target AFR of 14.7 (or Lambda 1) during Closed Loop conditions. 

At higher load a more favourable AFR target is needed, at this point the fuelling will go Open Loop where there is no feedback control to the ECU to maintain the fuel target value. 

Closed loop will only work at light load.  The easiest indication of when closed loop is active is that Fuel Trim Short Term (FTST) are active.

During mid to full load the FTST will stop working and the ECU will operate in open loop.

Entering a value of less than 14.7 in the fuel map will force the ECU into Open Loop (FTST not working), this trick can be used on forced induction models with big injectors if you are struggling for Idle control and general Idle stability. 

Changing something simple like fuel pressure from say 3.0Bar to 4.0Bar would make the fuel table inaccurate, the FTST will compensate whilst in closed loop and this will transition into a negative Fuel Trim Long Term (FTLT) over a time period.

It’s important to understand that FTLT will be applied in Open Loop so it’s important that your FTST are tight and accurate or long term adaptation will mean that FTLT are applied on full load. This could make the engine run rich or lean over a long term. 

Long Term Fuel Trims can be cleared by using the ECU RESET under the Nissan GTR ECM Tool. They are also cleared after ECM programming.

EcuTek have converted the factory Nissan Lambda voltage into a more useful logging parameter called AFR Bank 1 and AFR Bank 2. These AFR logging parameters have been accurately scaled by EcuTek against two Innovate LM2 sensors, see the following screen shot below showing the calibration testing we made.

The factory sensors are quite accurate at richer AFRs but we still suggest that the values shown should only be used for indication and we strongly suggest that all AFR tuning is verified with a trusted standalone wideband sensor.

Be sure to check both Bank 1 and Bank 2, as they have different MAF scaling due to different air box designs. Also watch Fuel Trim Long Term and Fuel Trim Short Temp for bank 1 and 2.

Where different intakes are fitted the MAF scaling should be adjusted so that the FTST are between 90 and 110% at all times during closed loop.

Fuel Enrichment Mode 1-4

With RaceROM Ecutek have added the ability to fine tune fuel delivery for each map switch mode, this will give the ability to tune for specific load and rpm points where trims are unacceptable and the MAF sensor voltage reading does not differ, and also allow for exotic fuels that have a different required fuel mass and do not use ethanol.

Map Switch Per Gear Rev Limits

he Per Gear Rev Limits feature allows 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 (0-100km/h) tests.

A separate per-gear rev limit map is provided for each map switch mode.  Enter the fuel cut RPM in the first column and the fuel resume rpm in the second column

Map Switch Accel Pedal Scaling

This allow a different pedal scaling per Map switch mode, perhaps allow for a rock crawler or clay surface low sensitivity pedal map to be easily switched between.

Flex Fuel

Import an Flex Fuel Sensor using one of the sensor input paths maximize power using blended additions for AFR target and Ignition timing and Knock sensitivity, maintain the starting performance using the cranking adjustments for any ethanol content.

Custom Maps

As with EcuTek's other platforms custom maps has been added to allow for the tuner to design and create strategies and features with unparalleled flexibility. For more information on custom maps in general see this guide RaceROM Custom Maps Tuning Guide

With 82 independent inputs and activation channels and 24 different output options affecting the most important parameters in the ECU strategies for tuner specific modes (non start or slow pedal), nitrous, boost control, extra water pumps and 4wd controllers can be created.

Sensor Inputs

Import extra sensor, including MAP sensors (No OEM MAP sensor installed on VK56) via repurposed input pins or via your preferred CAN Box. These sensor can then be used in other RR features opening up possibilities for controlling virtually any hardware install.

MAP Sensor

The VK56VD does not have a Manifold Absolute Pressure Sensor installed as standard in the car, if you wish to do boost control or run Speed density an aftermarket sensor will need to be installed and wired to a repurposed input or to a CAN equipped module.

Voltage input Repurposing and Wiring

CAN Input / Output

CAN inputs can be used to interpret sensors sending information to RaceROM control, and CAN outputs can be used to drive virtually any CAN compatible output device allow for solenoids, pumps and control boxes to be driven directly from the ECU. For notes on how to set up CAN input/outputs in RaceROm see the article Below.

https://ecutek.atlassian.net/wiki/x/OAB8Gg

CAN Wiring

Access to the CAN puts

Failsafe's/Knock Warning

To ensure reliability with the increase in power RaceROM failsafe's and Knock warning can be used to limit the torque until the issue has been addressed potentially saving a large investment in engine parts.

RaceROM Failsafe

Adding an element of safety to tuning, a range of thresholds for important engine variables that if not in a desired range will trigger a torque limit to cut power.  To clear the limp mode torque limit, the ignition will be turned off for a few seconds and then the engine restarted.

Operation

In each case a safe threshold (high or low) and a timeout is defined. Once the Engine Load is greater than Failsafe Min Load and the Engine Speed is greater than Failsafe Min RPM the various thresholds are compared for each of the channels, if the measured value crosses the threshold for time greater than the timeout, then a failsafe condition will be set for that channel.

The torque limiting action is performed when G Force Lateral falls below the Failsafe Max LatG threshold. The lateral G lockout means a tuner has the option of not allowing a sudden loss of power when cornering hard.

The failsafe strategy is outlined in the diagram below.

Failsafe Flag Decoding

The failsafe flags show a single integer value that corresponds to the reason the vehicle went into limp mode.  Those values are as shown below.

Note: The logged values are displayed as a sum e.g. 3 = 1 + 2 = Knock Retard Active & Low Oil Pressure Active  

Failsafe Reset

Sets the amount of time required for the failsafe time to clear a limp mode condition after a flag is tripped.

AFR Correction Max

This sets the maximum allowable Fuel Trim Short Term Bank #1/#2 values, that if reached for AFR Correction Timeout while over the LM Min Load and LM Min RPM will trigger the limp mode limit. Note the default value for this is less than the maximum possible fuel trim of 120% so if enabled, poor tuning or inadequate hardware will be quickly found.

AFR Correction Timeout

Fuel Trim Short Term Bank #1/#2 will need to exceed the AFR Correction Max thresholds for longer than this delay for the limp mode torque limit to be applied.

AFR Lean Max

This sets the maximum allowable AFR Bank1/2 values, that if reached for AFR Lean Timeout while over the LM Min Load and LM Min RPM will trigger the limp mode limit. After ignition-on, AFR Bank1/2 is monitored and ignored until both sensors are observed outside of the range 14.6 to 14.8 to mitigate AFR limp mode trips on sensor warmup.

AFR Lean Timeout

Delay timer in seconds for the AFR Lean Max safety trip.

Coolant Pressure Max

High coolant pressure can be encountered on high power maximum effort engines as an early sign of head gasket failure due to combustion gases compromising the gasket seal. This limp mode trigger allows an additional sensor configured using coolant pressure options to be used to trigger the torque limit, typically a 0-10bar sensor similar to those used for fuel pressure measurement plumbed into the top radiator hose is suitable. Due to the losses around the coolant system the pressure will vary greatly at different locations, you should first familiarise yourself with normal pressure levels before relying on this.

Coolant Pressure Timeout

Delay timer in seconds for the Coolant Pressure Max safety trip, this is set to 0 Seconds by default to ensure immediate drop in pressure if dangerously high coolant pressure is encountered.

Failsafe Enable (mode 1 to 4)

Check the boxes enable the failsafe for each Map switch mode.

Failsafe Max LatG

The Failsafe torque limit will not be imposed until the lateral G has dropped below this absolute threshold. However even while the Lateral G exceeds this limit, the all limp mode tests will continue and if triggered will latch on, only the torque limit itself will be delayed. The default value of 1 will impose the torque limit once the lateral G is within the range of -1 to +1.

Requires TCM RaceROM to receive Lateral G data.

Failsafe Min Load

All the tests will only be carried out while engine load is greater than this value.

Failsafe Min RPM

All tests will only be carried out while the engine RPM is greater than this value.

Failsafe Torque Limit

Once a failsafe trip has been triggered and the ECU puts the car into limp mode a torque limit will be applied using this value.

Fuel Pressure Relative Min

As detailed in the section on fueling, relative fuel pressure should be consistent with boost, so a single value can be used to determine if the fuel pump is coping with the current demand.If you are adding a fuel pressure sensor for the first time you may find that this threshold causes the limp mode to be set, but ignorance is not bliss!

Fuel Pressure Relative Timeout

Delay timer in seconds for the Fuel Pressure Relative Min safety trip, this is set to 1 Seconds by default to ensure a pulsations don’t trigger the failsafe inadvertently but sustained pressure drops triger the failsafe.

Knock Maximum

A threshold of the maximum level of knock retard that is permitted before limp mode is triggered. The values in the map equate to retard, so a limit of 5 will be triggered when Knock Correction reaches -5 degrees.

Knock Timeout

Delay threshold for Knock Maximum limp mode, the knock retard will have to exceed the maximum for at least this time to trigger a failsafe condition.

Oil Pressure Minimum

The 370Z does not have an oil pressure sensor as standard.  To add an input for  oil pressure, sensors must be set up in the custom sensors section. To trip the oil pressure limp mode, the measured pressure needs to drop below Oil Pressure Minimum for at least Oil Pressure Timeout.

LM Min Load and LM Min Load are ignored when testing oil pressure for limp mode purposes, instead the engine RPM must be above 600RPM to avoid triggering the limp mode when the engine isn’t running or on start-up.

Oil Pressure Timeout

Delay threshold for Oil Pressure Minimum limp mode, the oil pressure will have to drop below the minimum for at least this time to trigger a failsafe condition.

Oil Temp Max

A maximum safe oil temperature above which limp mode will be entered. Primarily useful for cars used on circuit or in situations with sustained high power.

Oil Temperature Timeout

Oil Temperature will need to exceed Oil Temp Max for this time for limp mode to be triggered. Given the slow rate at which oil temperate changes, this can be extended to ignore brief peaks that might be encountered.

Launch Control and Rolling Launch

Due to popular request Rolling Launch and Launch Control have been added to give the edge on the competition when required.

Speed Density Airflow Calculation

Alternative airflow using Speed density calculations have been added to allow the engine to see loads far above what the OEM MAF can record opening up power potential far above normal performance parts.

 Method of Operation

The Speed Density feature changes the way that Mass Airflow is calculated. When SD mode is activated, the ECU will disregard the MAF sensor reading and calculate Mass Airflow based on Engine Speed, Manifold Pressure and Air Temperature instead.

The Speed Density feature is enabled by selecting the Enable Speed Density checkbox in the Speed Density Enable section. Speed Density can be selected for each of the four map switch modes. When this feature is active, the ECU will ignore the reading from the Mass Airflow sensors and will calculate Mass Airflow as follows:

A value is read from the 3D Speed Density Volumetric Efficiency maps, indexed by RPM and Manifold Absolute Pressure. This value is then combined with charge temperature, manifold pressure and engine speed to calculate the Mass Airflow.

In the default configuration, we assume a fixed charge temperature of 20°C then adjust the final result according to Air Intake Temperature using the Speed Density AIT Compensation map. However, RaceROM also supports measuring Charge Air Temperature directly using the AIT sensor or Fuel Temperature Sensor inputs. 

The Speed Density VVEL compensation map provides SD-VE adjustment for a given VVEL angle ensuring the correct load for any given set of conditions.

Removal of MAF sensor 

As the 370z uses VVEL to control cylinder fill at light load in certain conditions, this means that for the same RPM and power output the MAP can be very different which makes SD based calibration impossible but the SD VVEL compensation map shown above solves this problem enabling the 370z to run full time SD if required.

Using Speed Density and MAF sensor together

The hybrid Speed Density feature can also be useful in applications where the MAF sensors are present, by configuring the Speed Density activation maps. In this scenario, the ECU can be programmed to use the MAF sensors at lower Mass Airflow values and switch to Speed Density for the higher values.

You can specify threshold values of MAF, RPM and MAP that are required for Speed Density activation. The ECU will activate the Speed Density feature only when all three of these values are above their respective thresholds.

The threshold values are implemented using hysteresis. The 1^st value (top value) should be higher than the 2^nd value (lower value). The feature will activate when the parameter rises above the 1^st value, and will deactivate when it falls below the 2^nd value.

You can also use the Speed Density feature in applications where the amount of airflow is lower than the MAF sensor can accurately measure. In this situation, enable the Speed Density - Activate BELOW thresholds instead of ABOVE checkbox. The ECU will activate the Speed Density feature when MAF, RPM and MAP are all below their respective thresholds.

The default value for the thresholds is zero. If you use the Speed Density - Activate BELOW thresholds instead of ABOVE checkbox, then the feature will only be activated when all three parameters are below their respective thresholds. Therefore you need to set a high value into any thresholds that you are not using, otherwise the feature will not activate.

Map List

Speed Density Enable

This map contains the checkbox to enable the Speed Density feature.

Speed Density Volumetric Efficiency

This 3D map specifies volumetric efficiency based on RPM and Manifold Absolute Pressure.

Speed Density VVEL Compensation

This 3D map corrects the SD calculation for a given VVEL angle.

Speed Density AIT Compensation

This 2D map specifies a multiplication factor that is applied to the calculated Mass Airflow.

Speed Density Activation MAF

This 1D map specifies that Speed Density mode should only be used above the given Mass Airflow reading. The ECU will switch from MAF sensors to Speed Density when the Mass Airflow rises above the first value. It will switch back to MAF sensors when the (actual) Mass Airflow falls below the second value. This map works in combination with the Activation RPM and MAP maps. Note that each bank is treated independently therefore one bank may switch from MAF to SD mode before the other.

Speed Density Activation RPM

This 1D map specifies that Speed Density mode should only be used above the given RPM. The ECU will switch from MAF sensors to Speed Density when the RPM rises above the first value. It will switch back to MAF sensors when the RPM falls below the second value. This map works in combination with the Activation MAF and MAP maps.

Speed Density Activation MAP

This 1D map specifies that Speed Density mode should only be used above the given Manifold Pressure. The ECU will switch from MAF sensors to Speed Density when the MAP rises above the first value. It will switch back to MAF sensors when the MAP falls below the second value. This map works in combination with the Activation MAF and RPM maps.

Torque - Transmission Torque Limits

This RaceROM function rescales the torque request sent to the ECM from the transmission, this is useful for low gear/speed torque limit removal and for compensation for cars with greatly increased torque (like supercharged engines) to control drivability.

These maps multiply and offset the incoming request by the values specified in the map (mimicking the OEM scaling values). There are two types of torque reduction for Nissans

1. a fast (ignition and fuel cut)

2. and slow type (throttle and boost)

For which the specific sets of torque limit adjustment maps are available for. these maps either multiply or offset the incoming value of torque sent by the TCM, the limit can be logged using the Torque Reduction Request 1 & 2 Parameters.

Torque Request Multipliers

These values are per gear (up to 9 speeds) and multiply the incoming value as per

Torque for limits = Transmission Torque Reduction request #1/#2 x Multiplier value (for current mode & gear)

there are individual maps for Normal steady state running, during up shift and during downshift allowing each component to be tuned to deliver acceptable drivability.

Torque Reduction Request Offsets

These values are per gear (up to 9 speeds) and add a Nm value the incoming torque reduction request value as per

Torque for limits = Transmission Torque Reduction request #1/#2 + Offset value (for current mode & gear)

there are individual maps for Normal steady state running, during up shift and during downshift allowing each component to be tuned to deliver acceptable drivability.

This is useful for burnouts etc where the torque limit can be increase in 1st ear allowing full torque to be demanded.

Only offsetting first gears maintains the other torque limits from the TCM that close the throttle on shifts and overrun etc.

Valet Mode

Valet mode has been included to allow restrictions to be enforced when the car is not under your control.

ECU Connect Integration and Phone Flash Compatibility

To deliver more control and adjustment functions to the driver custom inputs and Phone Flash are available to the tuner giving them the ability to design and create custom strategies to address drivers needs.

Live Tuning

ProECU Live Tuning enables you to adjust and tune vehicles in real-time, without needing to reflash the car.  This allows you to make changes more quickly, and get more out of each vehicle as you go. For More information on what live tuning is and how to start live tuning see the article below

https://ecutek.atlassian.net/wiki/x/DYAaAQ