Ca18det tuning
Moderator: Matt
Ca18det tuning
Not new to tuning but first time with a boost tune. Anyone have anything suggestions or bin. for a ca18det stock maf and injectors, sr20turbo, fmic, and 3in turbo back exhaust. Also running a z32 fuel pump currently without a fpr
Re: Ca18det tuning
Alright got things up and going and noticed timing running retarded and possibly off of knock map. also consult sometimes gets hung up for a few secs.jey_253 wrote:Not new to tuning but first time with a boost tune. Anyone have anything suggestions or bin. for a ca18det stock maf and injectors, sr20turbo, fmic, and 3in turbo back exhaust. Also running a z32 fuel pump currently without a fpr
What is happening with the consult? Does it freeze for a few seconds or disconnect completely?
With recent improvements to consult, if the USB datastream gets corrupted by excessive noise (electrical or ignition) then the PC will drop the connection
We then 'reenumerate' the USB port and reconnect in the background, so you dont need to manually reconnect
If you get this happening often, check that your engine and ECU are adequately grounded. The USB connector should be installed to the ECU housing where the diagnostic pot is located to ground the USB shield
Ie everything should be grounded to reduce the effects of electrical noise affecting communications
The timing figure in consult are the numbers from the 'knock' map. We found from investigation, that really isnt a knock map for CA18
The CA18 is a bit different to most other Nissan ECUs and funny with timing. It uses figures from both timing maps and uses them together. Easiest to make both maps use the same numbers, and this will display correctly in consult window
With recent improvements to consult, if the USB datastream gets corrupted by excessive noise (electrical or ignition) then the PC will drop the connection
We then 'reenumerate' the USB port and reconnect in the background, so you dont need to manually reconnect
If you get this happening often, check that your engine and ECU are adequately grounded. The USB connector should be installed to the ECU housing where the diagnostic pot is located to ground the USB shield
Ie everything should be grounded to reduce the effects of electrical noise affecting communications
The timing figure in consult are the numbers from the 'knock' map. We found from investigation, that really isnt a knock map for CA18
The CA18 is a bit different to most other Nissan ECUs and funny with timing. It uses figures from both timing maps and uses them together. Easiest to make both maps use the same numbers, and this will display correctly in consult window
so your saying.....if were tuning a CA18 on the dyno.....we have to swap between maps, and change both at the same time?
that doesnt sound like it'd work all that well when using map trace and + - keys.
can you link the 2 maps within your software?
ie....make it so it only shows one map....and when you change one figure, it auto updates the other map in the background?
that doesnt sound like it'd work all that well when using map trace and + - keys.
can you link the 2 maps within your software?
ie....make it so it only shows one map....and when you change one figure, it auto updates the other map in the background?
Actually... that rule is for the maps when it is treated as a knocking map.
For CA18 the rules are different here... what I could try and do in the software and link the two together for CA18
From has been reported, timing changes do have an effect on the engine in response to first (primary) map modifications
(although currently consult displays the interpolated timing for the second map)
Other option is to pass through the second timing value being read and work them both together. It means adding another consult register to the firmware.
I'll do the software change firstly to tune both maps, and then task in to add the consult register and display in my problem list
For CA18 the rules are different here... what I could try and do in the software and link the two together for CA18
From has been reported, timing changes do have an effect on the engine in response to first (primary) map modifications
(although currently consult displays the interpolated timing for the second map)
Other option is to pass through the second timing value being read and work them both together. It means adding another consult register to the firmware.
I'll do the software change firstly to tune both maps, and then task in to add the consult register and display in my problem list
Thats right, you only noticed actual changes on the 'high' map
I'm just linking that thread to the other one investigating the change which I started looking at last year
viewtopic.php?p=2508&highlight=#2508
This is the main thread for investigating the code. I will spend some time tonight looking at this again since I've finished up work on the Type 4/5 and waiting for boards now
I'm just linking that thread to the other one investigating the change which I started looking at last year
viewtopic.php?p=2508&highlight=#2508
This is the main thread for investigating the code. I will spend some time tonight looking at this again since I've finished up work on the Type 4/5 and waiting for boards now
also remember:
I should be able to monitor the ignition signal on the scope and somehow workout when timing has changed from a reference point (say injectors as the timing reference)
I'll have to compare the code you guys are both using since you guys are experiencing different things.although ByReal says he's ECU is using Knock timing map, while my is using Normal map but reporting from Knock map
I should be able to monitor the ignition signal on the scope and somehow workout when timing has changed from a reference point (say injectors as the timing reference)
If you are using the S13_CA18_256_fix.adr file then your timing values in consult gauges will display correctly
In the maps, used the 'filtered' view for timing maps to get correct BDTC timing for the ECU
Use the main fuel map for your tuning. The ECU accesses this map when the TPS is off (not idling) and knock sensor is working (and not knocking)
When the TPS is on the idle timing maps will be accessed
When the knock sensor is disconnected, then the knock map is used and 5 degrees is taken off
When the knock sensor is active and used, then values form the knock map are used and timing is gradually pulled back upto a substantial amount
In the maps, used the 'filtered' view for timing maps to get correct BDTC timing for the ECU
Use the main fuel map for your tuning. The ECU accesses this map when the TPS is off (not idling) and knock sensor is working (and not knocking)
When the TPS is on the idle timing maps will be accessed
When the knock sensor is disconnected, then the knock map is used and 5 degrees is taken off
When the knock sensor is active and used, then values form the knock map are used and timing is gradually pulled back upto a substantial amount
