Does anyone have a link to the RomEdit article....

[datsunboy]

I had a link on my PC a while back ( before I got a virus and had to format it ), that explained how to calculate the hex values e.t.c. for when changing to a bigger MAF or injectors.It also had a link on that article to download RomEdit, and the CA18 .adr file.

I seem to remember it being on the boostcruising site, but there was a post here linking to it.

anyone know what I'm talking about?

need to at least know fairly soon how to program for 450cc inj, as my car will be ready to drive on wed-thursday, but have not yet re-programmed the ECU.

Cheers for any help!

[pulsar gtr]

Here you go

http://www.sr20tuning.com/theo....html

PULSAR GTRRafi

[rico05]

Does that BadBiki guy still ship daughter boards!?!?!?!? Holy Crap I need to email this person! That is the perfect setup for me! Thanks for the GREAT link Rafi! Can't beleive my dumb a$$ never saw that before (shut up Rayn ).

[biosehnsucht]

Those BadBiki daughterboards are for SR's, not CA's.

You don't need that on CA, just desolder the ROM and solder in a socket, then you can just swap them out, the daughterboard is only needed on SR and later KA type ECUs that don't have a nice convenient 27cXXX ROM chip you need the daughterboard to hook into the ROM address/data bus to put in a socket into which a normal programmable ROM can be placed

[nocwage]

I found the .adr file but where can I get the actual binary file?(the ROM .bin image)

[rico05]

Cool. I have never actually crasked open my ECU before to look.

[datsunboy]

That was a site I did read...good info....but managed to find the site myself after a couple hours of searching!http://www.boostcruising.com/silvia/eprom.aspanyone interested in tunung ECU's should bookmark it.great info, also has downloads for the RomEdit software, CA and SR adr AND bin files

cheers anyway guys!

[fanta]

Here are a few more links about ROM stuff:Helper Guide for values and such: http://www2.osk.3web.ne.jp/~t1....htmlLiveEdit: http://www.engineers.auckland.ac.nz/~lmoo016/

I remember a very nice article on a VG30DETT that pertained to ECU modifications, but the site has been down for some time and I didn't save it. Does anyone know what I'm talking about?Ah, here's the dead link : http://cherrypicker.tripod.com....html

HTH.

[nismoplsr]

i just downloaded the live edit program and then brought up the CA18DET maps.

are these maps correct for the stock motor?

it says the timing under boost at redline is 35 deg. is this correct?

[c-rad]

This is very interesting....

Someone check my math

With my proposed 550cc injectors and Z32 MAF combo, does this look right?

Re-map ECU code for CA18DET ECU

CA18DET MAF = 190CA18DET MAF K required number = 183Z32 MAF = 480Z32 MAF K required number = ?(see below)

190/480 = 0.395833183/0.395833 = 462.316178 == 1CEh (hex code)

New K required number is 01CE

Changing from 370cc injectors to 550cc injectors...

370/550 = .672727272721CEh (462 in dec) x .67272727272 = 310.7999999 == 0136h

Computed K required number for Z32 MAF and 550cc injectors = 0136h



My friend has a burner and edits roms for Z32's. He said to just get him the values I need. Is that it? There is something in the article about correcting the boost setting with my .67272727272 injector correction value.

[Projex240]

That is the coolest article ever...I wish there were more sites like that one floating around.

Anyone have any pics of a step by step on how to desolder and resolder to do the rom tuning?

[biosehnsucht]

The K required # is not the only thing you'd have to change for changing the MAF, it's the base injection pulse width only.

The MAF changing is done by changing the entries int he VQ Map table, which map the incoming MAF voltages to a flow scale (0..65535), as the MAF is nonlinear, and two different MAF types have different nonlinearities.

The K required # is used to adjust the base pulse width for changing injector sizes etc, and you may need to scale it with a MAF change in order to take into consideration that max flow on a Z32 is more than a CA etc, don't recall off hand whether its necessary, but it would make sense.

The base pulse width is adjusted by the AFR correction table aka fuel map (the fuel map doesn't directly specify the amount of fuel, but the deviation from the pulse width & rpm formula to get a desired AFR, hence its really an AFR correction table), and also may be richened further by water temperature sensor readings etc.

I'm half asleep now so this may not make any sense.. and I'm too lazy to check it against the actual information, but the K required value is not the only thing to change.

I don't think just plugging that # into Z32 software is going to do you any good, you might end up writing some fubar Z32/CA rom in that case. All you need is a simple hex editor or if you want it easy use RomEdit.. then have someone burn the ROM if you don't have a burner, once you've saved your file..

[c-rad]

The K required # is not the only thing you'd have to change for changing the MAF, it's the base injection blah blah blah....

No no...he will use the rom editor freeware. I am just saying he burns roms for Z32's so he has the equipment and has a faint idea of what is going on. I plan on looking into it much more deeply. I have a S-AFC but I doubt that will give me enough margin of correction to make the car run right. Plus, it's nice to control the injector dead time straight from the ECU for driveability and idling purposes.

EDIT: Most likely I will just socket the ECU and have someone here on the forums burn me a chip. Someone who knows what they are doing. As long as it's not some outrageous JWT price...

[biosehnsucht]

Socketing it is easy if you've had any experience with a soldering iron..

Yeah if he used Romedit that'd be fine.. but for the MAF part Romedit has a function to do it for you, so you do that and then scale the K value for the injector change and you're done (unless you want to also say change revlimits / remove speed limits etc, see their respective values..)

[float_6969]

To be honest, if you already have a SAFC, I'd just keep using that. I don't think there is any reason that it can't compensate for the MAFS and the injectors. I mean, if you didn't already have one, then I'd pick a burn over a piggyback, but if you've already spent the money, then why spend it twice?

[c-rad]

To be honest, if you already have a SAFC, I'd just keep using that. I don't think there is any reason that it can't compensate for the MAFS and the injectors. I mean, if you didn't already have one, then I'd pick a burn over a piggyback, but if you've already spent the money, then why spend it twice?

Well, yes, I already have it. That is true. Here is my reasoning and tell me if it makes sense:

If I just throw the 550s and MAF in there, there is no way for me to tell if my settings are accurate without going to a dyno and spending who knows how long getting it all setup. With the eprom, I can compensate for it all right there and then use the SAFC to fine tune it on the dyno. That is my only reasoning.

I am coming over from the DSM world where things are EASY. I mean hell, I had a palm pilot that plugged into my consult port and I could read the timing, fuel trims, O2 coolant temp, air temp, barometric pressure, rpms, etc...for a total investment of about $120. Even did logging. If I had that kind of stuff, I would be set. And unless I come into some money, there will be no multichecker or mdm100 for me. I'll probably be asking a bunch of questions when the time comes. BTW, the 550s and SAFC are coming from the eclipse... so at least I could salvage something out of that POS.

[Pumaking]

Wow I am glad I came in this thread, I was wondering if Nissans had a version of Uberdata/Chrome (Hondas). Even with the Ziff sockets, very similar to Hondas.

Anyways just subscribing in case anything new pops up in this thread.

[float_6969]

Well, yes, I already have it. That is true. Here is my reasoning and tell me if it makes sense:

If I just throw the 550s and MAF in there, there is no way for me to tell if my settings are accurate without going to a dyno and spending who knows how long getting it all setup. With the eprom, I can compensate for it all right there and then use the SAFC to fine tune it on the dyno. That is my only reasoning.

That is a perfectly valid train of thought as long as you're sure that the person that you're getting the eprom from has done the nessicary dyno tuning. I do think that it is safer to run a burn than a piggy back, but it just seems redundant to run both. I guess it all depends on how well the eprom runs the car. If it's a good one, you shouldn't need the piggy back anyway.

I am coming over from the DSM world where things are EASY. I mean hell, I had a palm pilot that plugged into my consult port and I could read the timing, fuel trims, O2 coolant temp, air temp, barometric pressure, rpms, etc...for a total investment of about $120. Even did logging. If I had that kind of stuff, I would be set. And unless I come into some money, there will be no multichecker or mdm100 for me. I'll probably be asking a bunch of questions when the time comes. BTW, the 550s and SAFC are coming from the eclipse... so at least I could salvage something out of that POS!

Welcome to the world of Nissan! LOL, no not as easy as the DSM's, but I think we're a little more reliable Keep the questions coming, thats why we're here!