Smooth Throttle for UpRev

ANMVQ

Ok maybe my post was missed I have a tune and the cable that allows me to flash the car an data log ECT. I'm currently doing and ETune can I use your throttle map or at atleast try it ? How ? Any help would be appreciated . Thank you

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14 Q50 AWD, ARK, ECUTEK (SEB), Takda,

Awgd8

Yes, you can use these Throttle MAP. It will be safer to Try wstar smooth throttle first then once you get comfortable, you can try my wstar modified (awgd8) throttle MaP.
BTW, as mentioned before, copy and paste at your own risk, wstar and me are not responsible to any legal isssue it may cause yo or the others to play with our maps.

Instruction below:

It is pretty simple. All you have to do is open up the .OsirisROm file that your tuner gave you using the ROM editor. Click which MaP you want to change. (1,2,3,4 or 5). Open that Electronic Throttle section, on that specific MAP you picked , and it will load the throttle tables.

Next, find the hexcodes I posted here (which includes wstar original hexcode) and pick which Elec. Throttle map you want to use. So highlight the enitire Map hexcodes found here and right click mouse -copy.

Go back to the Map Table you want to change on the ROM editor. Highlight the whole Map table you want to change, from top left corner of the throttle tables down to the lower right corner of the table. Once highlighted, there are 7 i think, icons on the upper right corner of the throttle MAP tables, click on the second icon (paste) from left, while you still have the table map highlited. This will paste the hexcode you copied here in the forum and using that icon on the Rom editor, it replaces the current map table that you wanted to change. Verify if the numbers are change compare to old ones. Save the ROM file using the main rom editor window. (The main windows that open first when you open the Rom editor) . When saving, it is a good idea to save the new one as a new .OsirisRAM file and save it to a differenct folder in your computer. This way you still have a backup of your original MAP.

After flashing the car's ECU, don't forget to select(toggle pick) the specific map you just change, if you change it at MAP 2- 5 you need to switch MAP on the steering, since flashing default it to MAP 1.


Post# 297 are all the Throttle MAPs I created which came from wstar original throttle MAP. I also posted wstar orignal throttle MAP hexcodes #1 to credit his WORK here. BTW, I modIfied wstar original throttle MAP to make more aggressive all throught the powerband. Pls. I need some feed bCk if you use the awgd8 modifiied ones.


Smooth Throttle for UpRev

Kabestro

I think if you have an Etune from Uprev you can't modify it. They lock the tune.

__________________
Stillen Gen 3 CAI / Fast Intentions HFC and CBE 12" Res. (#730) / Swift Springs / 20mm H&R Spacers / Clutch Helper Spring / UpRev Tune 322whp.

Awgd8

True! That is why it is worth checking out Seymore4 here. He Etunes unlimited for $100 and does not lock the file.

Kabestro

Nice, didn't know that. One question, for etuning, do you simulate something, is there a program for that? Or just by looking at data logs?

__________________
Stillen Gen 3 CAI / Fast Intentions HFC and CBE 12" Res. (#730) / Swift Springs / 20mm H&R Spacers / Clutch Helper Spring / UpRev Tune 322whp.

ANMVQ

I gave up I cant open my ROM file, ( Tune) says its corrupt :/

__________________
14 Q50 AWD, ARK, ECUTEK (SEB), Takda,

Awgd8

Can I take a look? PM me for email...

Awgd8

Just by looking at your data log. Basically, concentrating on A/F mixture on WOT... That alone is a good insurance for $100.

V1H

Hi Wstar, hi all,
I was trying to reproduce your throttle map plots in order to also get a graphic representation of AWGD8's curves, and stumbled upon the following:
Can you explain why the "3800" is actually referred to as 3800 when in fact its corresponding hex value x8ED8 equates to decimal 36568? By calling it a "3800" we ignore an offset of 32768, or, exactly x8000. I find this value curious; it seems more deliberate than random. You got any insight or is that UpRev magics?
Also, in light of the ignored offset negative throttle map values are not really negative values anyway, and thus, their sign of no special meaning. If one had chosen another (arbitrary?) offset there might well be no negatives at all.
Cheers

Awgd8

V1H,

Thanks for taking the time to analyze those Map curves.
My Awgd8 modified #3 seems to reach the maximum allowed number to feel the gain in the low end power at 1/4 to 1/2 pedal push. I basically felt that the number I put on the 40% - 60% flow potential is at the max/passed the limit to feel the gain from low end up to mid range RPM. Although, the mid to top end power can be felt.

So far my favorite MAP is the AWGD8 # Blend 2&3. You can see I tried to have variation of line angle to feel the change in power. The lowend has steep climb starting at 25% low potential. (About 1/4 pedal push) In my 5 speed AT tranny ( using manual mode) the power start at 2k RPM at 1/4 gas pedal. If you noticed I bumped up the curved to feel another power in the midrange and tapers of a bit at 3/4 of the curve graph. Then steep it up again on the top end to feel a continous power all throught the power band. Wstar map is too smooth were I could feel a better lowend initially and tapers off towards the top. I understand his point about touchy throttle input and I am actually doing the opposite, since I dont have a close gearing ratio tranny and I try to compensate an early throttle response that can be felt all through out the power band. A lot of trial and error changing those numbers, it is hard to explain, but I could feel where the power start and how far the pedal is push and the sound of the engine (less strain or smooth) by playing the throttle table. Still all my modified MAPs were tested at 7.6K RPM and I honestly feel smoother. (No jerky feeling or bogging issues)

My problem is I do not know how my map behaves on the G37 since I designed it for a 5 speed A/T. 3.5 liters VQ35HR engine....??? I only have one member here commented that my MAP #1 is more aggressive on the midrange vs wstar but still smooth..

BTW, i wish wstar can enlighten us with your question. I could be wrong, but my feeling about those negative numbers might be the a buffer when you let off the throttle.... I have no clue, but you know how the power behaves when you suddenly downshift and left off the throttle... It smooth things up... ????

V1H

Hi Awgd8,

I have another question. I believe I read the 3800 value was considered to give a 100% WOT. Now that you topmost values are significantly beyond 3800, do you feel the throttle still keeps opening further past 3800 in your case? It'd consequently meant the 3800 supposedly chosen by UpRev Tuners couldn't be 100% WOT, or might you not truly be able to tell any change in Throttle position for your 3800+ values? I wonder at what mx value the ECU might "crash".

Awgd8

POST#8 by wstar on the 1st page of this thread.

Originally Posted by Jordo! View Post
Awesome, thanks -- I will pass this on


"Driving Force" appears to = Load and "Flow Potential" is either VE or MAF counts (or a calculated perecentage based on both).

Load is based on RPM, VE, and g/sec of metered air, so that's probably about right.

WSTAR : " Yeah the table still doesn't make intuitive sense to me though. The tuner I used (as in, the dyno-tuning professional) seemed to know what he was doing and set all "3800" values in the last few columns though, and that seems to correspond to WOT at full pedal. "

It's clear from experimenting that this table does affect how the throttle reacts to pedal input, but both of the non-obvious labels seem like secondary effects. The position of the throttle butterfly will determine airflow, and that combined with RPM is pretty much going to define load or driving force or whatever. It just seems like one of these axes must be mislabeled for this to be a throttle table.


I wish wstar can chime in here... My AWGD8 # 3 MAP is at 4300 MAX. It might fully open pass the 3800, but not sure. All I know is there is a certain max at a certain flow potential %. As I mentioned on my MAP #3 . I lost a little bit of seat of pants pull when I reached the 50% flow potential as you can see on your MAP curve. ( the highest point @50% ) Those number weren't even close to 3800, but I did feel a strong pull from the middle of midrange to top end and those are around 3600-4300....

BTW, I just happened to noticed while looking at the curve Graph you posted, that my AWGD# blend 2/3 MAP looks a bit the same curve with the stock G37 MAP. It just happened that the Blend MAP power comes in earlier with a less throttle/pedal push....No wonder why I like it BEST!

Awgd8

My AGWD8 Blend 2/3 happens to have 4200 max on the throttle table, so wstar originally experiment those 2 values (3200 and 4200) and did not feel a difference. I think this proves that in order to feel a significant increase in throttle response is to give more pronounce curvature on the graph and the right location where you needed it to kick in. Too smooth of a curve feels less torque all through out the powerband.

Now I wonder why the tuner (wstar post#1) graph has significant steep curvature from low end, mid and top... (see the graph he posted LIGHT BLUE LINES)

V1H

I see what u mean

And on Wstar's comment that a linear curve wouldn't result in a steady throttle valve opening towards the upper end.. I think I know why that may be. It's a simple trigonometric relation. Opening an almost open butterfly a little further has much less an effect on additional air flow than doing so at a half opened butterfly. Therefore the ECU may have a built-in non-linear interpretation of throttle curve to actual throttle position. If that makes sense.
If all was purely geometric and idealistic this non-linear relation would simply be sinosoidal in shape. Some call this the "S" shape in a throttle map, which is a part of a sine square function. But I wouldn't be surprised Nissan also accounted for other physical parameters (partial pressure, turbulence, etc) which will probably make this non-linear relationship more complex than a simple trig. function.
In order to "reverse engineer" this non-linearity one would really have to play with throttle curves, point by point, until the datalog of the TPS becomes linear with accelerator pedal. That would of course be a huge PITA to do
And on top of that you'd have to repeat everything for all other rpms, coz flow characteristics change with rpm. (No motor has a perfectly flat volumetric efficiency across the rpm range)

Awgd8

Pm