If you do have a change in injector size, a good value to start at would be to decrease the multiplier at an equivalent percentage to the injector size change. It's only recommended to change this value for a change in injector size. The concept behind what this does is simple, increasing its value increases the pulse width output, while decreasing its value decreases the pulse width output. One of the constants that the ECM uses in order to calculate output injector pulse width is the injector flow rate multiplier, which has units of seconds per kilogram. It is unknown at this time at what point each map is used, so it?s recommended that you increase/decrease these (Cranking IPW 1-5) at equivalent percentages. Cranking Enrichment and Cranking Injector Pulse Width 1-5 all influence the final cranking injector pulse width. There are 6 main tables that control cranking injector pulse. For the other tables, it is not recommended that they be adjusted unless the VVEL system hardware is physically adjusted. You are provided with Min/Max limit maps, normal driving conditions maps and a WOT map to adjust VVEL duration/lift. If the vehicle you are tuning is equipped with VVEL, the tuning of these tables is simple, increase the value for more duration/lift, decrease for less. It's important to note here that increasing or decreasing the valve duration will also increase/decrease the valve lift respectively. While the ECM itself sets the valve duration, it's the VVEL control module that will control the stepper motor that determines the desired shaft angle. The duration measurement begins at the point the valve opens to the point of maximum lift. It works in conjunction with the variable valve timing system. Nissan's VVEL system is used to control the valve duration and lift. VVEL (Variable Valve Event and Lift) Tables Normally it is only advised to change this table with changes in throttle body sizes. Open Area to Target Throttle Open Degree ConversionĪs part of its airflow calculations, the ECM estimates the actual opening area of the throttle body based on the current throttle angle. By turning this off, the ECM will ignore the throttle related torque tables and give you a close to linear APP to TP relationship. This is the master switch that controls whether or not this logic is used. The most common one that is turned on from the factory centers around a torque demand (these tables explained later on in the guide). Adjusting this table has a direct effect on any table that uses volumetric efficiency in its cell lookups. To obtain the output volumetric efficiency, take the calculated volumetric efficiency and multiply it by this value (the volumetric efficiency shown in the scanner already has this adjustment applied). This table defines volumetric efficiency calculation compensation values for a given intake air temperature range while at wide open throttle. WOT Fill Up Efficiency IAT Compensation Coefficient By applying Laplace Transform you can come up with the final defining equation. Instead of a table to define different voltage inputs and their corresponding values, they will set a constant characteristic coefficient to define the curve. Some of the sensors relating to air/pressure measurement rely on a linear first-order differential equation to come up with their transfer functions.
#Nissan data scan timing mode full
Its aim is to explain the functionality of Nissan/Infiniti-specific parameters rather than be a full tuning guide. This guide offers useful hints and suggestions for tuning Nissan and Infiniti vehicles.