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Nissan/Infiniti VR30DDTT Tuning Guide

Nissan/Infiniti VR30DDTT Tuning Guide

Dec 05, 2023













ProECU Nissan/Infiniti VR30TT

v1.4





ProECU Tuning Manual















Introduction

Nissan and Infiniti's latest venture into sports luxury vehicles has resulted in the release of the Nissan VR30DDTT powertrain, inspired by the VR38tt found in the R35.  These vehicles sport some of the lastest features developed and come in two different configurations.



Already an award winning engine, the VR30 offers seamless power delivery, the latest in direct injection technology and a range of special equipment in order to easily monitor, maintain, and increase the power and torque delivery.











maps denoted with a RaceRom logo

 are tables from the RaceRom software and require the addition of that software.


Engine Variants

Standard Output Engine

  • 300 horsepower with 295 lb-ft of torque

  • single cooling pumps

Shared Features

  • Water to air intercoolers (With Aircon Cooling capacity)

  • Twin Turbos boasting electronic wastegate actuators and an integrated manifold

  • Aluminum block with arc sprayed mirror coating lining the cylinder bores

  • Aluminum cylinder heads with integrated exhaust manifold

  • Electronically controlled variable displacement oil pump

  • Dual Variable Valve Timing VTC (Electronic inlet cam. Hydraulic Exhaust Cam)

  • Direct Injection

High Output Engine

  • 400 horsepower and 350 lb-ft of torque

  • Turbo Speed Sensors

  • dual cooling pumps

Table of Contents

Supplemental Info







Summary of Software

The software to cover the VR30DDTT engine has been introduced to allow reprogramming of the factory ECU in order to tune the necessary components of the calibration in order to allow for modifications and increases in power.  This is not a standalone repalcement ECU so you shouldn't run into the associated issues or disadvantages of setting up a purpose-built ECU and control system from scratch.





The software allows easy control over most factory parameters including:

  • Boost Targets and wastegate control

  • Target AFR

  • Ignition Timing

  • Fuel Delivery including fuel pump calibration (using the same style pump as OEM)

  • Airflow Measurement and fuel compensation



It also allows the addition of extra features to improve the speed and quality of the tune.  These are features such as

  • Safeguards for temperatures and airflow that the factory calibration does not include

  • Valet Modes

  • EcuTek ECU Connect compatibility and adjustment

  • Map switching for fuel and ignition timing

As the product progresses and development occurs, new features and improved definitions will be added.







Block Programming

Method of Operation

Block Programming (BP) will be enabled after a RaceRom patch is installed on an ECM. This means the first time you program with a BP/RaceRom equipped ROM the ECU needs to use the slow OEM programming sequence and therefore programming time will not change. On subsequent programming operations, BP will be used. The minimum programming time is approximately 20 seconds and BP will always reprogram the start and end block. More changes will require more blocks to be reprogrammed taking additional time. DTC clearing and power-off sequences still need to be followed after programming.



Failed Flash Recovery

Block Programming (BP) will be enabled after a RaceRom patch is installed on an ECM. This means the first time you program with a BP/RaceRom equipped ROM the ECU needs to use the slow OEM programming sequence and therefore programming time will not change. On subsequent programming operations, BP will be used. The minimum programming time is approximately 20 seconds and BP will always reprogram the start and end block. More changes will require more blocks to be reprogrammed taking additional time. DTC clearing and power-off sequences still need to be followed after programming.

  1. Close the ProECU Programming Window

  2. Disconnect the battery for at least 15 seconds to stop the programming code continuing to run in RAM

  3. Manually select the correct ECM programming window for the car.  This is a critical step as ProECU will not be able to auto-detect a partially programmed ECM

  4. Select the correct ROM

  5. Program



Tuning Guide



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) 



Map List

These maps can be changed in order to give a more linear pedal response.  While it varies vehicle to vehicle, they are generally more linear at lower speeds but gradually loose sensitivity at higher speed.


The trustful table must be set to the same values as the main table in order to avoid a DTC (P0605)



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







Live Data Parameters

  • VTC Exhaust Duty B1 (%) – Bank 1 Exhaust VVT Oil control valve duty in %.

  • VTC Exhaust Duty B2 (%) – Bank 2 Exhaust VVT Oil control valve duty in %.

  • VVT Exhaust Angle B1 (°CA) – Exhaust cam angle for bank 1 in crank degrees

  • VVT Exhaust Angle B2 (°CA) – Exhaust cam angle for bank 2 in crank degrees

  • VVT Intake Angle B1 (°CA) – Bank 1 Intake Cam angle in crank degrees

  • VVT Intake Angle B2 (°CA) – Bank 2 Intake Cam angle in crank degrees



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.











Boost Control

For more in-depth information, check out VR30DDTT Boost Control







Map List

      

Live Data Parameters

  • Boost Bank1/Boost Bank2 – Absolute pressure in bar, measured by the two boost sensors

  • RBC Maximum Desired Boost – Relative boost max target matches number format on the gauge

  • Boost Target – Absolute pressure target in bar, measured by the intake manifold pressure sensor Boost Error – Difference between MAP and Boost Target, positive numbers are over boost

  • Boost Target – RBC Maximum – The current RR boost controller setpoint.

  • Boost Target Multiplier – The QH0 based multiplier used for boost target correction

  • Manifold Gauge Pressure – “Boost” pressure measured in bar above the current atmospheric pressure

  • Manifold Absolute Pressure – Absolute pressure in bar, measured by the intake manifold pressure sensor

  • Manifold Pressure Sensor – MAP sensor voltage value

  • Turbo Speed B1 & B2– Current turbo speed in rpm only available on the 400hp models

  • Wastegate Actuator Position B1 & B2 – The mm distance the wastegate has extended (related to WG angle)

  • WG Actuator Position Sensor B1 & B2 – the WG position sensors current voltage output

  • WG Corr Base – The output from Wastegate Posn. Corr. Calculation, not used in RR boost control strategy

  • WG Corr Integral – WG duty added by Integral correction of EcuTek boost control strategy

  • WG Corr Proportional – WG duty added by Proportional correction of EcuTek boost control strategy

  • WG Corr - Prop Int Sum – Correction resulting from proportional and integral added together

  • WG Corr – Transient – Derivative component of boost error calculation

  • WG Offset – During Gearshift – Offset applied in mm during upshift.

  • WG Target – Air Temp Comp – Air temp correction value from target map (in Bar)

  • WG Target – Atmospheric Pressure Correction amount applied from the Atmo Pressure Comp map

  • WG target – Basemap Lookup - the value referenced in the WG target map (in mm)

  • WG Target – Position – Final Position target after all corrections (in mm)





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).





Map List

      

Live Data Parameters

  • Dig: Safe Mode - Shows on or off depending on if the car has a DTC that causes a limp mode.

  • DTC’s will need to be scanned using ProECU or ECU Connect to know which DTC’s are causing a limp mode. If DTC’s occur do not assume that they should just be disabled, it is likely that an actual issue with the car has come up and needs to be fixed as opposed to ignored.



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





For additional information, and an in-depth guide to the VR30DDTT fueling system, check out our 

VR30DDTT Fuel System











Ignition



For additional information on the topic, check out the VR30DDTT Ignition System Supplement

VR30DDTT Ignition Timing





Limiters

The VR30DDTT has many safety limiters.  Raising the limiters without complete understanding may cause issues or damage to the vehicle's engine.  When attempting to generate more power, some limiters may need to be increased or decreased.





Map List







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.

Be aware that the TCM has it's own shift limit, so it will always shift at a set RPM







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.