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Starting a thread for those who are helping test out the new JB4 EWG VR30 connectors.
What are the EWG connectors?
They are optional connections that attach the JB4 to the wastegate actuators on each turbo. By attaching directly in this way the JB4 is able to increase or decrease WGDC in a dynamic way to improve boost targeting. The benefits are increased turbocharge response, ability to correct for under-boost or over-boost conditions, and more top end power as the JB4 is no longer capped by the ECU tuning WGDC limits. The technology is similar to the EWG control for BMW models the JB4 has been using running for many years and includes a PID control loop for smart targeting.
Order connectors here: https://www.burgertuning.com/product...d-infiniti-q50
Availability: We're working on ramping up production but it's going to be a slow process as the connectors used for these are hard to source. For now we'll add them to our site as we have them.
How do I install them?
First they must be attached to the JB4 harness by attaching the wires in to the JB4 connector. Be careful to note the connection points/numbers carefully as mistakes here will lead to fault codes and since the pin require a DSUB removal tool can be tricky to fix. If you do make a mistake you're better off cutting/splicing the JB4 wires to correct it if you do not have access to or have never used a DSUB removal tool before.
EWG Connector 1:
Blue wire: Pin 19
Purple Wire: Pin 9
EWG Connector 2:
Blue wire: Pin 14
Purple wire: Pin 8
Plugging them in to the wastegates:
Driver side connection:
Connectors are interchangeable and either connector can attach to the driver side. The connection is down by the turbo. You can reach it without removing anything on a cold engine. You may need to use a screwdriver to push the connector down while holding the clip in with your finger.
Passenger side connection:
Either connector can attach to the passenger side. You may need to remove the airbox bottom to access the connector which will then be easy to see/reach.
JB4 Settings:
VR30 requires v8+ JB4 firmware.
User Adjustment Page:
1) 50 across the board under duty bias. This represents a "neutral" base EWG mapping meaning no WGDC is added or subtracted. The base mapping is shown under the FF curve in logs. Cars that tend to over boost will need lower values (e.g. 40 or 45 across the board), and other vehicles that are under boosting will need higher values. The profile can be set by RPM to reduce top end boost taper for example.
2) FF set to 50, this factor is multiplied by duty bias to globally scale up or down the FF mapping.
3) PID gain set to 20, this determines the dynamic WGDC range, how far above or below FF WGDC can go based on boost over/under targeting.
4) Auto Shift Reduction set to 60, this determines how much WGDC is cut during shifts to tune turbine speed change related boost spiking.
5) RS models should also set options/FUD bit6 on, this setting increases the modeled flash boost target (DMEBT) which together with ECU_PSI form the basis of the PID control on WGDC.
What are the EWG connectors?
They are optional connections that attach the JB4 to the wastegate actuators on each turbo. By attaching directly in this way the JB4 is able to increase or decrease WGDC in a dynamic way to improve boost targeting. The benefits are increased turbocharge response, ability to correct for under-boost or over-boost conditions, and more top end power as the JB4 is no longer capped by the ECU tuning WGDC limits. The technology is similar to the EWG control for BMW models the JB4 has been using running for many years and includes a PID control loop for smart targeting.
Order connectors here: https://www.burgertuning.com/product...d-infiniti-q50
Availability: We're working on ramping up production but it's going to be a slow process as the connectors used for these are hard to source. For now we'll add them to our site as we have them.
How do I install them?
First they must be attached to the JB4 harness by attaching the wires in to the JB4 connector. Be careful to note the connection points/numbers carefully as mistakes here will lead to fault codes and since the pin require a DSUB removal tool can be tricky to fix. If you do make a mistake you're better off cutting/splicing the JB4 wires to correct it if you do not have access to or have never used a DSUB removal tool before.
EWG Connector 1:
Blue wire: Pin 19
Purple Wire: Pin 9
EWG Connector 2:
Blue wire: Pin 14
Purple wire: Pin 8
Plugging them in to the wastegates:
Driver side connection:
Connectors are interchangeable and either connector can attach to the driver side. The connection is down by the turbo. You can reach it without removing anything on a cold engine. You may need to use a screwdriver to push the connector down while holding the clip in with your finger.
Passenger side connection:
Either connector can attach to the passenger side. You may need to remove the airbox bottom to access the connector which will then be easy to see/reach.
JB4 Settings:
VR30 requires v8+ JB4 firmware.
User Adjustment Page:
1) 50 across the board under duty bias. This represents a "neutral" base EWG mapping meaning no WGDC is added or subtracted. The base mapping is shown under the FF curve in logs. Cars that tend to over boost will need lower values (e.g. 40 or 45 across the board), and other vehicles that are under boosting will need higher values. The profile can be set by RPM to reduce top end boost taper for example.
2) FF set to 50, this factor is multiplied by duty bias to globally scale up or down the FF mapping.
3) PID gain set to 20, this determines the dynamic WGDC range, how far above or below FF WGDC can go based on boost over/under targeting.
4) Auto Shift Reduction set to 60, this determines how much WGDC is cut during shifts to tune turbine speed change related boost spiking.
5) RS models should also set options/FUD bit6 on, this setting increases the modeled flash boost target (DMEBT) which together with ECU_PSI form the basis of the PID control on WGDC.
Attached Files
Bump
. its the last section before the pictures.
but why dont we have a actual target PSI, without doing the addition in excel of ecu_PSI and target. i would think it would be useful considering we are looking at a PID control to try and keep boost from leading or lagging target right?
ddnspider what settings/setup you currently running?
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