GT-R RaceROM Phase 7 \u2013\u00a0New Traction control, Launch control, 12 injector updates and more\u2026<\/span><\/h1>\n<\/header>\n

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Ecutek RaceROM Phase 7 is here<\/span><\/h1>\n

Linney Tuning and the team at EcuTek are delighted to announce the release of Nissan GT-R RaceROM Phase 7, available for\u00a0all GT-R models.<\/p>\n

Ten years in the making, Phase 7 puts the EcuTek GT-R platform at the cutting edge of what\u2019s possible with the stock ECU. Read on to see all the great features in this new release.<\/p>\n

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RaceROM Phase\u00a07 update has the following feature updates<\/strong><\/h2>\n

New Advanced Traction control system<\/strong><\/span><\/p>\n

Traction Control can play a vital role in the handling and dynamics of your GT-R. The OEM Nissan system is simply not suitable for higher than 600hp power and high level of wheel slip, it can be too intrusive harsh closing throttles or throwing an awd clutch overheat limp. Running in VDC-R mode can be more effective with stability control but can still suffer from the delayed response and throttles closing at the worst moments, sometimes dangerously so if in an overtaking situation. The driver is then faced with a 3rd option of turning the VDC off raising further the threshold for limp\/throttle close but at the expense\/risk of excessive wheel slip in many cases very high wheel slip causing tire wear, damage to drivetrain\/FWD clutches.<\/p>\n<\/div>\n

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The main principle behind slip based traction control is that a tyre provides the best load transfer when experiencing a small amount of slip. the simple way to look at it, is the ideal amount of slip is the one that gives the best result. As a simple guide for maximum straight-line acceleration in dry conditions, 10% slip is somewhere close to what we want, and for hard cornering, it\u2019s closer to 2% and will vary between those depending on how hard the car is cornering, the surface, the tyre type etc.<\/p>\n

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Live Data related parameters<\/h3>\n

\u2022 TC Active \u2013 Diagnostic Flags to determine TC operating mode \u2022<\/p>\n

TC Integral Sum \u2013 Total integral component of TC torque reduction \u2022<\/p>\n

TC Proportional \u2013 Proportional component of TC torque reduction \u2022<\/p>\n

TC Slip Error \u2013 Difference between slip filtered and slip target \u2022<\/p>\n

TC Slip Filtered \u2013 Slip after exponential filtering applied \u2022<\/p>\n

TC Slip Raw \u2013 Slip as measured \u2022<\/p>\n

TC Slip Target \u2013 Target wheel slip \u2022<\/p>\n

TC Torque Reduction \u2013 Torque reduction level sent to torque control<\/p>\n

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Custom maps – adjustable user control<\/h3>\n

custom map 3 is Traction control wheel slip…. minimum on slider\u00a0allows more slip, i.e dry \/ straight line …. maximum allows less slip for wet \/ corners<\/p>\n

custom map 4 is traction proportional ….The Slip Error is multiplied by this gain to calculate the Traction Control System Torque Reduction. increase gain from\u00a0min to max you would get increase the torque reduction for any given Slip Error, lower values of TC Integral Sum mean that TC Torque Reduction is reduced, meaning less traction control interference.\u00a0\u00a0Gain is configurable against gear position.<\/p>\n

custom map 5 is Traction control integral gain…..Integral correction is added to the proportional correction to give the overall Torque Reduction. The gain value is multiplied by the slip error to give an integral step value, which is added to the existing value of TC Integral Sum. The result is that the integral correction can ramp down and up to try and keep the slip closer to target.<\/p>\n

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