Quote:
Originally Posted by 911st
Sal, You are a great resource on Motronics, thank you.
So are the two axis on the map RPM and AFM voltage or postion? Or are you saying the second axis somthing other than AFM voltage?
I understand some type of correction factors that take the active cell and modify it for O2, temp, etc. But is sounds like there is somthing else going to degermin the second axis???
Not getting it I guess.
If the cell value is just RPM by AFM voltage I can understand how we could set a line of cells that represent cruse load at cach RPM level. Then the cells just past that line where the AFM voltage is a bit higher could be a more aggressive settings. Then again eventually approaching values to achive max TQ levels as on the WOT map. How fast the cell values approach aggressive values would have an impact on part throtle response.
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The 'load' Axis is not simply AFM signal. Let's try another way to explain.
Lets say Air Flow is a value of 0 to 100, 0 being no air (AFM door closed) and 100 being door fully opened.
So we can have an air flow of 50 (door 50% opened) under many different RPM values.
For example:
- it could be 50% open at 3000RPMs under light load
- or 50% at 2000RPMs under moderate load
- or 50% at 5000RPMs under decel condition
This is why you can't just drop the AFM signal into the load axis - it must be compensated along with engine speed (RPM). The AFM door being at a given position does not alone indicate load. But if you combine the door position with RPM you can deduce load.
Also think of it this way: for a given RPM say 3000RPMs the AFM signal can vary by a significant amount based on throttle angle. At lo-load the door could be 50% open but at WOT fully loaded with a Load dyno at 3000RPMs the door could be 90% or more opened. Then on decel down a steep hill you could maintain same speed and RPM of 3000 but throttle would be closed and door only 25% open. As you can see the AFM signal can vary by 75% even though RPM has not changed.