Accelerator Pedal

Although the VR30 has very complex learning and control strategies (and in some vehicles force feedback pedal control) the accelerator to throttle response is only basically defined.  It does, however, give adequate recalibration of the OEM pedal characteristics.

Live Data Parameters

• Accelerator Sensor #1 - Default accelerator logging parameter for accelerator pedal voltage
• Accelerator Sensor #2 - Secondary accelerator pedal sensor logging parameter for pedal voltage
• QH0 - Percentage of throttle airflow requested. (While not specifically related to the accelerator pedal it is relevant) 

Camshaft Timing

Introduction

The VR30 has variable cam timing on both the inlet and exhaust cams allow for very precise valve opening and closing events and modulation for EGR etc. The Intake cam advance is driven electronically, and the exhaust cam timing is altered hydraulically by engine oil pressure. Cam timing can be adjusted in the calibration to get more power through the midrange and top end.

Map List

Exhaust Cam Timing

There are a series of maps which are utilized in different conditions.  At the time of wiriting, we are unsure of the conditions under which each map is used, particularly since, as standard, there are few differences.  As such we speculate that if changes are made on one, it may help to change the others.

These maps represent the target exhaust cam retard angle in crank degrees which we believe to be marked from the centre point of the cam.

Intake Cam Timing

There are a series of maps (0-12) which are used in different conditions.  At the time of writing, we believe map 09 to be used primarily but are unsure of the conditions under which the other maps are used.  As standard, there is little difference to the maps so if changes are made on one, it may help to change the others.

These maps represent the target intake cam advance angle in crank degrees from cam centre as the reference point.

Diagnostic Trouble Codes

All OBD vehicles use forms of self-diagnosis and driver alerting.  In the VR30DDTT vehicles, there are two separate DTC lists, one for the ECM Limp Codes and one for the Check Engine Light (CEL).

Operation

To Disable a DTC simply uncheck the DTC code.  In the VR30DDTT there are separate maps for the check engine light DTC vs non Check Engine Light DTCs.  As such you can disable the CEL DTC and still have a limp mode if that is the desired behavior.

Charge Air Failsafe

The OEM intercoolers on a VR30DDTT engine are water to air, and prone to airlocks in their coolant system after removal and installation.  These air bubbles can create high charge air temperatures, the OEM code offers no protection which means an engine can be quickly destroyed at higher boost levels. Adding an element of safety to tuning, a charge air to intake air temperature differential threshold has been created to limit the desired torque to reduce power until the dangerous running conditions subside.

Operation

When enabled the code then checks if the enable thresholds have been met as per the workflow below

• Dig: Charge Air Failsafe Limiter – An on/off parameter to show if the car is in charge air related failsafe modes.
• Charge Air Temp – The intake charge air temperature (post intercooler) in °C.
• Charge Air Coolant Temperature – The W2A intercooler water temperature in °C.
• Intake Air Temp – The intake charge air temperature (pre intercooler) in °C.

Charge Air Failsafe - Enable

Check these boxes in order to enable the charge air failsafe features.

Charge Air Failsafe - Torque Limit

This sets the maximum allowable torque when the failsafe mode is active.  Normal throttle response is allowed until the torque limit is reached.

Charge Air Failsafe - Min Engine Load

Sets a minimum engine load the engine must achieve before the Charge Air Failsafe-Torque Limit is applied.

Charge Air Failsafe Min Engine Speed

Sets a minimum engine speed the engine must achieve before the Charge Air Failsafe Torque Limit is applied.  

Charge Air Failsafe - Min Temp Diff

Sets a minimum temperature difference that must be reached before the Charge Air Failsafe - Torque Limit is applied

Charge Air Failsafe - Timeout

If the timeout is enabled, the Charge Air Failsafe - Torque Limit will be turned off automatically after the amount of time has passed.  If the timeout is disabled the ignition will need to be key cycled in order to release the failsafe mode.

Fueling

Ignition

Rev Limit

This is the normal rev limit of the car.  It will start with throttle closing and then a partial fuel cut, raise this if required.

Rev Limit - All Cylinder

This is the full fuel cut "All Cylinder" RPM limit.  This value should always be greater than the Rev Limit value.

Rev Limit - Reverse

Rev Limit when in reverse gear.

Rev Limit - Stationary

Rev limit when stationary

Rev Limit - Vehicle Speed

Secondary rev limit at individual vehicle speeds.  The TCM will still limit RPM by shifting.

Vehicle Speed Limit

Primary Speed Limiter in Km/H.

Vehicle Speed Limit Fuel Cut & Resume

Fuel cut will enable above the speed set in this table.  Fuel will come back on when it falls below the resume value.

Throttle Angle Max & Trustful

Maximum allowed throttle angle by engine speed.  The Trustful map must match this Exactly.

Brake On Switch (BOS) Limiters

As with most modern vehicles there is now a fail safe in order to cut out accelerator pedal input when the brake pedal is being applied at the same time.  This is a safety feature to slow the car if the driver or driving signals are not being received correctly in order to prevent the car from accelerating without driver input.  This feature can be adjusted or disabled to allow the brake to be applied when applying the accelerator pedal for use while brake boosting etc.

The diagram to the right shows which maps are responsible for which part of the BOS limit process.

BOS Delay Time

The delay time before the BOS limiter adjusts accelerator pedal output.

BOS Delta APO Speed Threshold

The vehicle speed to differentiate between BOS Delta APO Speed Threshold High Speed & BOS Delta APO Speed Threshold Low Speed.

BOS Delta APO Speed Threshold High Speed

The function of this table as well as it's low speed counterpart are not completely understood, but they appear to be the activation thresholds based on accelerator pedal position.  Changing these had little effect on our test vehicle.

BOS Delta APO Speed Threshold Low Speed

The function of this table as well as it's highspeed counterpart are not completely understood, but they appear to be the activation thresholds based on accelerator pedal position.  Changing these had little effect on our test vehicle.

BOS Interval Time

The function of this value is currently unknown but may be related to the maximum time allowd before any BOS limits are applied or possibly the time before reactivation.

BOS LImiter Time 1

The time to wait before the BOS Opening Limit 1 accel pedal adjustment is applied.

BOS Limiter TIme 2

The time to wait before the BOS Opening Limit2 accel pedal adjustment is applied.

BOS Opening LImter 1

Limit applied to the accel pedal input for torque calculations while the vehicle is before the BOS Limiter TIme 1, This will need to be raised to allow for more accel pedal to be applied with the brake switch on.

BOS Opening LImter 2

Limit applied to the accel pedal input for torque calculations while the vehicle is before the BOS Limiter TIme 2, This will need to be raised to allow for more accel pedal to be applied with the brake switch on.

BOS Opening Limiter Increment Rate 1

Rate at which the accel pedal is raised from the BOS opening limiter 1 set point when the brake is released.  This is likely to be used for the BOS limits applied above BOS Delta APO Speed Threshold.  BOS Opening Limiter Increment 2.

BOS Opening Limiter Increment Rate 2

Rate at which the accel pedal is raised from the BOS Opening Limiter 2 set point when the brake pedal is released. This is likely to be used for the BOS limits applied below BOS Delta APO Speed threshold.

BOS Opening Limiter Reduction Rate 1

Rate at which the accel pedal is lowered to the BOS Opening Limiter 1 set point when the brake pedal is applied.  This is likely to be used for the BOS limits applied above BOS Delta APO Speed Threshold.

BOS Opening Limiter Reduction Rate 2

Rate at which the accel pedal is lowered to the BOS Opening Limiter 2 set point when the brake pedal is applied.  This is likely to be used for the BOS limits applied above BOS Delta APO Speed Threshold.

O2 Sensor to AFR

This is the map which converts Oxygen sensor voltage into AFR before any corrections are applied.

AF Sensor Correction - Exhaust Pressure Estimate

This map is the exhaust back pressure estimate used in the sensor correction function.  If you have repositioned the O2 sensor post turbo or the sensor readings become inaccurate at high loads and speeds, this table may need to be adjusted.  If you can measure ehaust pressure and put the measured values into this map it should give you close to an accurate pressure correction.

AF Sensor Correction for Exhaust Back Pressure

This is the amount of AFR correction applied for the estimated back pressure (The left axis is believed to be estimated exhaust pressure not atmospheric pressure.  This is used to compensate for inaccuracies causd by measuring the exhaust gas aboove ambient pressure.  It should not need to be adjusted unless the sensor has been changed or you need to make corrections because the sensor has moved.

FP Sensor Default

In the event of a wiring or sensor failure the system will default to this fuel pressure.

FP Sensor Max

Maximum output voltage for the sensor.  Apply the sensor manufacturers recommended values.

FP Sensor Min

Minimum voltage for the fuel pressure sensor.  Apply the sensor manufacturers recommended values.

FP Sensor Scaling

The Scaling for the added fuel pressure sensor.  Both voltage and pressure (in BAR) are editable.  Apply the sensor manufacturers recommended values.

FP Sensor Smoothing

Smoothing value applied to the fuel pressure sensor output.

FP Sensor Source

Designates the sensor input hijacked for the addition of a fuel pressure sensor.  You can use one of the tip sensors, EGT or the spare ECU pin 60.

Fuel Pressure Scaling - Pressure Offset

The offset for pressure scaling in MPa, scale this in the same method as MAP sensor scaling.

Fuel Pressure Scaling - Voltage Multiplier

The value in MP/a volt used to convert sensor voltage to pressure.  Scaled similarly to a MAP sensor.

Knock Frequency Masking

The Nissan/Infiniti strategy for knock sensor signal analysis takes windowed knock signals and sums up the amplitudes based on separate frequency bands.  If you have a forged engine that makes more noise due to the differences in clearances etc.  You may want to use these masks to try to reduce or eliminate "False Knock"

Frequency Mask - Enable (Disable) Switches

We believe that the frequencies that are disabled go from top to bottom.

1. 6.1kHz
2. 7.3kHz
3. 8.5kHz
4. 9.8kHz
5. 11.0kHz
6. 12.2kHz
7. 13.4kHz
8. 14.6kHz

Frequency Mask - Cylinder Charge Lower Limit

The load threshold the engine load must be above in order for the masking maps to be used.

Frequency Mask - Cylinder Charge Upper Limit

The load threshold that the engine must be below in order for the masking maps to be used.

Frequency Mask Cylinder Charge Hysteresis

Hysteresis value for the engine load thresholds.

Frequency Mask Engine Speed Lower Limit

Engine speed threshold for enabling the knock masking maps.

Frequency Mask - Engine Speed Hysteresis

Hysteresis value for engine speed thresholds.

Knock Sensor Gain

Not currently defined, however it does directly affect the knock sum per cylinder for the highest count frequency bands.

Map Sensor Scaling - Pressure Offset

This is the sensor located in the inlet manifold used for airflow estimation and pressure control.  The standard sensor is 3.0bar absolute sensor.  There is shared scaling for the MAP and pre-throttle boost sensors so all three sensors must be adjusted in order to keep the measurements correct.  This is the pressure offset value to adjust the conversion output of the sensor to the calibrated 0 point.

Map Sensor Scaling - Voltage Multiplier

This is the sensor located in the inlet manifold used for airflow estimation and pressure control.  The standard sensor is 3.0bar absolute sensor.  There is shared scaling for the MAP and pre-throttle boost sensors so all three sensors must be adjusted in order to keep the measurements correct.  This is the voltage multiplier to set the slope of the boost sensor output.

MAF sensor Q-HZ Conversion Bank 1 & 2

Mass airflow sensor frequency to air flow conversion table.  The mass air flow sensor is placed in the intake air stream measuring a part of the entire intake flow and outputting a frequency back to the ECU.  It measures the frequency from both MAFs and uses the load output of each one to calculate a respective airflow.  To tune the fuel trims you should adjust the load output of these maps for given frequencies.

BFS Multiplier (K-Factor)

This is a conversion factor that is used to generate engine load and fuel volumes.  It should not need to be adjusted.

MAF Sensor Scale (% to g/sec) for Load

When fitting larger MAF housings (or induction kits) then this value should be increased proportionally relative to the surface area increase of the larger MAF housing.  This is a coarse adjustment for MAF scaling.  It converts the MAF sensor % value into grams of air per second.

The factory default value is 138 for the factory 62mm MAF tube, this should be increased to 209 for 76mm MAF tubes. This is based on the surface area increment amount. The surface area calculation is as follows:  Radius squared * PI = Surface area

Example Calculations

62mm MAF tubes:

31mm Radius, 31x31=961mm2, 961 * 3.14 (Pi) = 3017mm2

76mm MAF tubes:

38mm Radius, 38x38=1444mm2, 1444 * 3.14 (Pi) = 4534mm2

Now if we divide the new 76mm MAF housing surface area by the stock 66mm MAF housing surface area we get the percentage increment amount.

4534/3017 = 1.502 or if you prefer ‘the 76mm MAF tubes have a 50% greater surface area’.

So if we simply multiply the 1d map called ‘MAF Sensor Scaling (% to g/s) for Load’ by 50%

153 * 1.50 = 209.

If the MAF tubes are 69.5mm (2.75 inch) then enter 174

Exhaust Temperature Scaling

Sensor voltage output conversion to temperature.  This will need to be changed if the sensors are changed or removed.  There is common scaling for both banks.

Torque Actual

Estimates actual engine torque and is used by the TCM and other modules to decide on the amount and level of torque reduction.

Torque Desired - 1&2 (as well as Trustful)

The demanded torque from the power train.  There are two modes and the #1 maps appear to be used most of the time.  The silver sport cars have a lower target from the factory.  As such these tables must need to be raised to get boost to increase.

Torque - PTD Correction

The Powertrain Torque Desired correction based on current gear ratio.  Adjusts torque demanded in different gears.

Torque Limit Correction

This is an adjustment to the torque limit based on temperature.

Torque Limit Failsafe

This is the maximum allowed torque in failsafe mode.

Torque Limit Drive Mode

The maximum torque allowed when in drive.  Currently set to maximum.

Torque Limit Knock Prevention

This is the maximum allowed torque value for coolant temperature in order to prevent knock.

Torque Overboost Limit

This is the maximum allowed torque when overboost is detected.

Idle Target

There are many idle target maps identified.  Currently we are not aware of how the ecu selects which one to be used.  As they all retain coolant temperature as the axis, it's likely one is used as a primary table and the others are used in modes such as immediately after start, limp modes, and as target limits.

Idle IPW Upper / Lower Limit

Upper and Lower limit of injector pulse width to allow idle flag to be set.

Idle MAF Frequency Upper / Lower Limit

These maps set the idle MAF frequency bounds for the idle flag.  There are also thresholds based on RPM and time.

ISC Airflow Comp - Atmospheric Pressure

This is a compensation to Idle Speed Control (ISC) airflow target based on the atmospheric pressure.  It should not need to be adjusted unless idle airflow requirements have changed significantly with different throttles or intake systems.

ISC Airflow Comp Coolant Temp

This is a compensation to idle airflow target based on the engine coolant temperature.  It should not need to be adjusted unless idle airflow requirements have changed significantly with different throttles or intake systems.

ISC Airflow Comp - IAT

This is a compensation to idle airflow target based on the Intake Air Temperature.  It should not need to be adjusted unless idle airflow requirements have changed significantly with different throttles or intake systems.

ISC Open Area Max

The Idle Speed Control (ISC) function constantly calculates an open area and hence throttle angle based on the idle airflow requirements, this value has a setting for maximum open area allowed for idle control to stop the calculations running away, this value has various offsets calculated and applied, these can be limited by the following maps:

ISC Open Area Max & Trustful

This is the base value for Maximum idle open area referencing coolant temperature the other offsets are added to the output of this map. The final value is used to cap the allow idle open area. 2D RPM based Offset limiter & Trustful .

This will limit the open area adjustment based on engine speed, it will cap the adjustment to maximum allowed open area. The trustful map of the same name must match this map exactly otherwise DTC’s will occur. The intent of this map is to allow the base idle throttle open area to be increased with RPM.

3D Torque Based Offset Limiter & Trustful

This will limit the open area adjustment based on available torque and engine speed.  It will cap the adjustment to allowed open area.  The trustful map of the same name must match this map exactly otherwise DTC's will occur.  It is believed currently that these maps are only used in hybrid vehicles not the current VR30DDTT lineup.

Idle Throttle Upper / Lower Limit (misfire diagnosis at idle)

Upper LImit

This is the theoretical injector open time for the misfire diagnosis system to be active when the idle flag is set.

Lower LImit

The maximum allowed engine speed for misfire diagnosis when idle flag is active.

Radiator Fan Threshold

These values for the coolant temperature axis of the radiator fan speed control maps.  The values are interleaved so the first 2 values are the first thresholds for each map.

Engine Demand Fan Speed

The engine demand for radiator fan speed.  X axis is coolant temp with values of 0, 101, 103, 105, 300, 300.

Engine Demand Fan Speed - High Temp

The engine demand for radiator fan speed when the coolant is at high temp.  X axis is coolant temp with values of 0, 105, 108, 110, 300, 300.

Valet Mode

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.

Method of Operation

EcuTek ECU Connect Valet Mode

1. Link with your vehicle by plugging in the EcuTek Bluetooth Dongle
2. Select the "My Car" option
3. Enter the "Valet Mode" option
4. Press enable to activate valet mode, or disable to turn it off.

Map Switching via Cruise Control Buttons

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

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.
4. Use the cruise up until the tachometer shows 8000rpm (mode 8).
5. Press CANCEL or wait 1 second to enable the valet mode, the rev counter will show current RPM

To turn off the Valet 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.
4. Use the cruise up until the tachometer shows 8000rpm (mode 8).
5. Press CANCEL or wait 1 second to enable the valet mode, the rev counter will show current RPM

Cautionary Note for Tuners

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!

Valet Mode Enable

This checkbox enables operation of the Valet Mode feature.

Valet Mode Torque Limiter

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.

Valet Mode Speed Limiter

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.