^Yes

 

The scanner is reading the signal every time the injector fires. I assume you are doing the same.

Either way, good to go.

 

it's already been done... the attached spreadsheet was drag strip data-logging for UpRev to conquer the brake-torque fuel/power cut (recently achieved)... you can see at the end of the run when I let off throttle completely the injector pulse was still .05 (as I stated before, very small duration, but still fuel nonetheless)...

Also, the only thing I could find in the FSM that relates is in the attached pdf (bottom of page) - it does indicate fuel cut with no load higher than 1800 rmp (not sure how/when/where you would ever be in that rpm with no load (particularly AT)...

And just so as not to go on and on with a debate about it - here are a bunch of posts and threads about the topic (obviously has been debated for a long time).

This post:
http://forum.e46fanatics.com/showpos...5&postcount=33
from this thread:
http://forum.e46fanatics.com/showthr...y+trick&page=2
this post:
http://www.gassavers.org/showpost.ph...65&postcount=2
and this post:
http://www.gassavers.org/showpost.ph...1&postcount=13
from this thread:
http://www.gassavers.org/showthread.php?t=865
just another thread about the subject
http://forum.miata.net/vb/showthread.php?t=244447

* I dont know how to attached xls spreadsheet so I had to change to pdf file - the column headers are cutoff, but you can still tell what is what... if someone knows how to attach Excel let me know and I'll re-post so you can widen each column (not really necessary for this though).

 

Ok, let's cut and paste single posts of our choosing from threads to try and prove our points This could go on for a long time.

There is no fuel going to the engine when you left off the throttle whether you've got a manual or an automatic except in cases where we've noted.

Page EC35 of the 2003 Sedan FSM

FUEL SHUT-OFF
Fuel to each cylinder is cut off during deceleration or operation of the engine at excessively high speeds

 

first of all, I linked the "threads" that each of the posts were found in (so anyone can read the context that the posts were made)... the reason behind posting those threads was to indicate that this topic has been beaten to death for years and that it would go the same route here. I was trying to avoid having the same dialog in this forum by letting people read the same crap in other forums.

Secondly, I posted the pdf of the FSM which states "with no load" (something you left out in your quote).

Third, I posted real world data-logs (also used by UpRev to write new changes so ECU doesnt cut power during brake torque) that clearly shows under load when letting of throttle fully, there is still minor duration of injector pulse width (which clearly shows fuel is not completely shut off).

Under the circumstances discussed in this thread (coasting in gear) fuel is not shut off.

Unless you want to post your "actual data" the way Jeff and Ashly discussed, you're right this could go on a long time. But at least I took the time to post actual facts rather than rehash what has been floating around car forums for years.

 

OK, you're right and the Nissan engineers are wrong. You should let them know your findings and rewrite the FSM. God knows the interface between your laptop the ECM is quick and reliable enough to note a fractional injector pulse and determine isn't just not "noise" or data lag. Sounds plausible.

 

do you even read the posts you are debating???

I never said the engineers are wrong... I posted the FSM for you to read direct - it says with "no load" over 1800 rpm fuel will be cut "after some time"... it's attached in post #48 (no load, is not "coasting in gear").

As to the data-logging... it is Cipher reading directly from the ECU (computer has nothing to do with the the data gathered it simply is a medium to view the data).

Dave - just post the FSM that you are referencing and post real world findings to corroborate your statements, and there will be no need to continue back and forth.

the 04.5 FSM is posted (does not validate your statements) and direct ECU function controlling injector pulse width has been posted (again does not validate your statements)... If you can please post something substantial that does validate your statements, we would all benefit.

Thanks.

 

So it seems to lock but it needs to be above stall speed of the TQ Converter.

 

Just looked at the two vids you posted and I seem to experience the same thing.

 

SECTION EC page 27: This section actually describes/discusses the operation we are talking about






Mike, I'm not sure if you read or just ignored your own information but the information on EC 28 describes the "no load" condition. ie.. at idle and rpm > 1800 for example. These "no load" conditions are completely different than the conditions we are talking about.

Just say "my bad" and get on with life.

 

That's exactly what I'm seeing. I've done some additional testing and have noticed the lock and slip-lock functions very dependant on MPH, RPM, and also transmission fluid temp. If I do your test at speeds below 65mph, my 5AT functions very much like your videos. It's been in the 20s when I go out to my car at night and it takes nearly 5 minutes of highway driving for the fluid to get warm enough for the TC to lock. If someone were to do this test with cold tranny fluid, the TC wouldn't lock and would skew their observations.

 

Jeff, please read the posts - here are the parts that relate:
Thanks for posting what I didnt find (in my haste) and asked Dave for - however, I'm not sure what "Excessively high speeds" are... I was near 100 in the data-log posted and fuel wasn't cut there. Can you clarify? Thanks.

 

As far as the additional (but not directly related to the original subject) definition of high speeds, I can only guess that it refers to the rev limiter. As it states running the "engine" at excessively high speeds. Not the car (ie.. you running at 100 mph). Running the engine at high speeds is a function of the RPM. The ecu will either cut fuel or ign when it hits the rev limiter (or a combo of both?). I'm sure you've experienced hitting the rev limiter and have the accerlation fall flat on it's face for a few seconds.

I'd guess that cutting fuel is the safer choice. As cutting the ign but not the fuel will end up dumping fuel down the exhaust. As soon as you engage the ign again, you'd get a fire show out the back. haha. Or worse, blow a hole in your CAT bricks.

 

So if fuel cut at excessively high speed is rev limiter - what speed/rpm is it cutting fuel when decelerating?

 

On deceleration, it's my guess that it's not speed/rpm related UNTIL some other factor enters the equation. ie.. too slow, too low of an rpm. What those values are? Have no idea. I don't have a FSM page to reference that. It's guess