bocajuniors55 in for the answer too. I guess you could replicate it if you watch torque split and throttle and speed on the MFD then recreate it painstakingly
Ben West I've seen more harm than good done with these controllers. I have no plan to ever need or use one of these but I was curious what that chart would look like with Nissan's OEM logic.
The factory AWD controller works a lot differently. The map for that would be totally different in every way. Instead of '%throttle' and 'speed' you see in KAPS, I would imagine the factory system would have something like 'load' and 'speed', or maybe even 'wheel speed differential' and 'load'. Don't know as I have not seen it but judging how the factory unit works it has to be somehow like that. The factory system always adjusts to conditions and is very reactive over the KAPS unit. The factory AWD controller sends a pulse type of signal to the coil while the KAPS has a more linear way of energizing the coil. The KAPS unit follows what you have in your program to the letter without changing much. The factory AWD unit is always adjusting and activating the ETS in a much different manner. I believe the factory unit has a lot more complex logic to it. You can feel this with an aggressive ETS. If you have a 10 or 11 plate ETS set too tight, and with aggressive frictions, you can feel the pulse of the factory controller as it engages and disengages the ETS constantly. The KAPS unit doesn't work that way and will not have the same resonating engagement through the car on acceleration. I could be way off there, but that's how I understand it as of right now.
The original ETS unit is not exactly linear, but there is an almost linear curve of percentage of lock based on wheel speed. Nothing more. Unfortunately I cannot post here the dyno results we have from testing. The original unit is splitting torque from 2%-18% maximum to the front tyres. It is never 0% and it is never 100%. There is never a 50/50 torque split. Our computer you can split 50/50 front and rear torque. The physical coil of the differential without going into too many technical details is controlled via PWM. You can see from our maps that the coil power (lock) is not linear, it is a calculation based upon wheel speed, TPS, foot brake, G sensor, steering angle, wheel slippage. The original computer has none of this ability to adjust in the same way. Also, you should not have high preload if any inside the ETS. That feedback you are getting is the fact that the original computer is progammed for an original differential and when you put another diff inside, you throw those calculations out the window and the car cannot effecientially and effectively apply torque as it should. That is the jerking you must feel. We did alot of testing around that.
Loving the vids so much digestible information keep it up
Great video man!!!
in jack we trust
Were do I get the editing tool ? Also which mode is the best for drag racing ?
what does the chart look like on Nissan's OEM FWD logic?
bocajuniors55 in for the answer too. I guess you could replicate it if you watch torque split and throttle and speed on the MFD then recreate it painstakingly
Ben West I've seen more harm than good done with these controllers. I have no plan to ever need or use one of these but I was curious what that chart would look like with Nissan's OEM logic.
same here.
The factory AWD controller works a lot differently. The map for that
would be totally different in every way. Instead of '%throttle' and 'speed' you see in KAPS, I would imagine the factory system would have something like 'load' and 'speed', or maybe even 'wheel speed differential' and 'load'. Don't know as I have not seen it but judging how the factory unit works it has to be somehow like that.
The factory system always adjusts to conditions and is very reactive over the KAPS unit. The factory AWD controller sends a pulse type of signal to the coil while the KAPS has a more linear way of energizing the coil. The KAPS unit follows what you have in your program to the letter without changing much. The factory AWD unit is always adjusting and activating the ETS in a much different manner. I believe the factory unit has a lot more complex logic to it.
You can feel this with an aggressive ETS. If you have a 10 or 11 plate ETS set too tight, and with aggressive frictions, you can feel the pulse of the factory controller as it engages and disengages the ETS constantly. The KAPS unit doesn't work that way and will not have the same resonating engagement through the car on acceleration.
I could be way off there, but that's how I understand it as of right now.
The original ETS unit is not exactly linear, but there is an almost linear curve of percentage of lock based on wheel speed. Nothing more. Unfortunately I cannot post here the dyno results we have from testing. The original unit is splitting torque from 2%-18% maximum to the front tyres. It is never 0% and it is never 100%. There is never a 50/50 torque split. Our computer you can split 50/50 front and rear torque. The physical coil of the differential without going into too many technical details is controlled via PWM. You can see from our maps that the coil power (lock) is not linear, it is a calculation based upon wheel speed, TPS, foot brake, G sensor, steering angle, wheel slippage. The original computer has none of this ability to adjust in the same way.
Also, you should not have high preload if any inside the ETS. That feedback you are getting is the fact that the original computer is progammed for an original differential and when you put another diff inside, you throw those calculations out the window and the car cannot effecientially and effectively apply torque as it should. That is the jerking you must feel. We did alot of testing around that.