No longer is there a need to trick the ECU by manipulating airflow/load references and the fuel injector scale in order to overcome the limits in the tune. Load and airflow limits inherent to the factory 2.0L ECU have been significantly raised.This determines how load is filtered by the ECU and allows for better idle and tip-in/tip-out behavior in SD mode, while retaining the correct filtering in MAF mode Because the response characteristics of the MAF sensor (used in MAF mode) and the MAP sensor (used in SD mode) are different, a tunable load smoothing factor is available for each mode.This can even be done in MAF mode, where the VE table (and other SD elements) can still be tuned before actually running SD. For cars with a properly calibrated and installed MAF sensor, an available estimated VE monitor can be used to more quickly get the initial tune for the VE table up and running.This means that the MAF sensor-based load can be compared to SD load regardless of which value is currently being used. The SD and MAF sensor-based calculations are made regardless of mode.The speed of this transition and how the switching takes place can also be configured. During the transition, the MAF sensor and SD-based load calculations will be blended over a short period of time to allow for a smooth transition between modes. Hybrid mode allows for switching between MAF and SD mode (and vice versa) based on thresholds of throttle, RPM, MAP and MAF voltage. SD mode is full-time SD operation where the ECU uses the SD-based load calculation. This mode allows you to get a starting VE table up and running before actually running SD or allows you to tune the MAF sensor calibration as you would with the factory ECU. MAF mode mimics the factory logic in which load is determined by the MAF sensor, "MAF Calibration" table, and RPM. Tuners can select from three different real-time tunable modes of operation.SD load compensations for engine coolant temp (ECT) and barometric pressure are also available. This table can be tweaked according to manifold pressure, allowing for changes that may be needed based on IAT sensor placement. An intake air temperature (IAT) compensation table allows the tuner to tweak the SD charge temperature correction.Because the VE table units represent actual VE, properly calibrated SD tunes can be used to compare VE across different cars with different mods, even if the SD load is drastically different. Tuning SD is achieved through manipulating a real-time tunable volumetric efficiency (VE) table.This keeps much of the existing factory logic in place, allowing for the safe and reliable operation of the factory ECU while reducing the learning curve associated with tuning SD. SD works by calculating a new SD-based engine load to replace the factory MAF sensor-based engine load when SD is active.The following is a list of the key features of COBB Speed Density (SD):
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |